Environmental Assessment for the All Aboard Florida Passenger Rail Project 

- West Palm Beach to Miami, Florida October 31, 2012

1

ENVIRONMENTAL ASSESSMENT AND SECTION 4(F) EVALUATION

FOR THE ALL ABOARD FLORIDA PASSENGER RAIL PROJECT

WEST PALM BEACH TO MIAMI, FLORIDA

Prepared Pursuant to 42 U.S.C. § 4332, 49 U.S.C. § 303 and 64 Fed. Reg. 28545

All Aboard Florida – Stations LLC and All Aboard Florida – Operations LLC (AAF) jointly prepared this 

Environmental Assessment (EA)/Section 4(f) Evaluation for their proposed All Aboard Florida Passenger 

Rail Project – West Palm Beach to Miami, Florida. AAF prepared the EA/Section 4(f) Evaluation to 

support an application to the Federal Railroad Administration (FRA) for funding under the Railroad 

Rehabilitation and Improvement Financing Program to construct the Project. FRA reviewed and 

commented on draft versions of the document and approved this version for release for public 

circulation and comment. Written comments should be provided in writing to AAF at the address noted 

below on or before December 3, 2012. 

The following persons may be contacted for information on the Environmental Assessment:

Federal Railroad Administration

1200 New Jersey Ave, SE

Washington, DC 20590

Attn: Sydney Schneir

202.493.6041

Sydney.Schneir@dot.gov

All Aboard Florida – Stations LLC 

All Aboard Florida – Operations LLC 

c/o URS Corporation

7650 West Courtney Campbell Causeway

Tampa, FL 33607-1462

Attn: Martin A. Peate, AICP

813.636.2477

martin.peate@urs.com
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TABLE OF CONTENTS

Section Page

1.0 PURPOSE AND NEED 16

1.1 Introduction 16

1.1.1 Project System 17

1.1.2 Project Stations and Vehicle Maintenance Facility 23

1.1.3 Project Goals 23

1.2 Project History and Project Area 27

1.3 Project Description 28

1.3.1 Existing System Description 28

1.3.2 Proposed System Description 28

1.3.3 Proposed Station Description 35

1.3.4 Proposed Vehicle Maintenance Facility 36

1.4 Statement of Purpose and Need 38

1.5 FRA Decision 41

1.6 Connected Actions 41

1.6.1 West Palm Beach Station Locations 42

1.6.2 Fort Lauderdale Station Locations 44

1.6.3 Downtown Miami Station Locations 46

1.7 Potentially Applicable Regulations and Permits 48

2.0 ALTERNATIVES 50

2.1 Introduction 50

2.2 Alternatives Considered but Eliminated from Further Analysis 52

2.3 No-Build Alternative 53

2.4 System Alternatives 55

2.5 Station and VMF Alternatives 56

2.5.1 Downtown West Palm Beach 57

2.5.1.1 West Palm Beach-North 59

2.5.1.2 West Palm Beach-Central 59

2.5.2 Downtown Fort Lauderdale 62

2.5.2.1 Fort Lauderdale-North 64

2.5.2.2 Fort Lauderdale-South 64

2.5.3 Downtown Miami 67

2.5.3.1 Miami-South at Grade 70

2.5.3.2 Miami-Central Elevated 71

2.5.4 Vehicle Maintenance Facility (VMF) 72

2.6 Preferred Build Project Alternative 74

2.6.1 System 74

2.6.2 West Palm Beach Station 76

2.6.3 Fort Lauderdale Station 79

2.6.4 Miami Station 81

2.6.5 VMF 84
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Section Page

3.0 AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES 85

3.1 Physical Environment 87

3.1.1 Air Quality 87

3.1.2 Water Quality 93

3.1.2.1 Surface Water Quality 96

3.1.2.2 Sole Source Aquifer 97

3.1.2.3 Wellfield Protection Zones 97

3.1.3 Waterbodies and Waterways 99

3.1.3.1 Navigation 100

3.1.3.2 Special Designations 100

3.1.4 Floodplains 101

3.1.5 Wetlands 104

3.1.5.1 Essential Fish Habitat 107

3.1.6 Coastal Zones 108

3.1.7 Noise and Vibration 110

3.1.7.1 Methodology for Evaluating Impacts 110

3.1.7.2 Affected Environment 118

3.1.7.3 Environmental Consequences 119

3.1.7.4 Mitigation Measures 123

3.1.7.5 Summary of Potential Project Impacts 126

3.2 Biological Environment 128

3.2.1 Ecological Systems 128

3.2.2 Threatened and Endangered Species 132

3.3 Human Environment 143

3.3.1 Transportation 143

3.3.1.1 Rail Transportation 143

3.3.1.2 Regional Roadway Network 145

3.3.1.3 Local Vehicular Transportation 145

3.3.1.4 Parking 168

3.3.2 Land Use 178

3.3.3 Demographics and Environmental Justice 180

3.3.4 Barriers to the Elderly and Handicapped 193

3.3.5 Public Health and Safety 194

3.3.6 Contaminated Sites and Hazardous Materials 198

3.3.6.1 Hazardous Materials Use, Storage and Transportation 202

3.3.7 Cultural Resources 204

3.3.7.1 Existing FECR Corridor and ROW 205

3.3.7.2 Station Locations 217

3.3.8 Section 4(f) and Recreational Resources 226

3.3.9 Municipal Services 231

3.3.10 Energy Resources 232

3.3.11 Aesthetics 234

3.4 Construction Impacts 234

3.5 Potential Secondary and Cumulative Impacts 236
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Section Page

4.0 COORDINATION AND CONSULTATION 243

5.0 LIST OF PREPARERS 251

6.0 DISTRIBUTION LIST 253

APPENDICES 254
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Appendices

Appendix A Bridge Aerial Photography

Appendix B Conceptual Station Plans

Appendix C Municipal Services Plans

Appendix D South Florida East Coast Corridor (SFECC) Purpose and Need Statement

Appendix E Proposed Track Charts and Typical Sections

Appendix E-1 Proposed Upgrades at Crossings

Appendix F Air Quality Model Results

Appendix F-1 Water Quality Standards

Appendix G Wetland Evaluation Technical Memorandum

Appendix H Endangered Species Biological Assessment

Appendix I Transportation

Appendix J Long Range Plans Maps

Appendix K Contamination Screening Evaluation Technical Memorandum

Appendix L Coordination
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LIST OF TABLES

Table Page

Section 1 PURPOSE AND NEED

1-1.1 FEC Corridor Usage 2006 and Proposed Opening Year of 2015 18

1-1.2 Comparative Matrix Preferred Build Project Alternative, 

2006 Peak and Current Conditions 19

1-3.1 Summary of Bridge Work 33

1.7-1 Potential Permits 49

Section 2 ALTERNATIVES

2-5.1 West Palm Beach – Comparative Analysis 61

2-5.2 Fort Lauderdale – Comparative Analysis 66

2-5.3 Miami – Comparative Analysis 73

2-6.2 Project Evaluation Matrix 75

Section 3 AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES

3-1.1 Ridership and Vehicle Diversion by Station Pair 88

3-1.2 Freight Train Criteria Pollutant Emissions for each County 89

3-1.3 Passenger Train Criteria Pollutant Emissions for each County 89

3-1.4 VMF Switching Locomotive Criteria Pollutant Emissions 90

3-1.5 VMT Reduction Criteria Pollutant Emissions by Station Pair 90

3-1.6 Difference between VMT Reduction Emissions and Passenger Train Emissions 90

3-1.7 Highest Traffic Volumes and Modeling Results

For Intersections in the Vicinity of the Stations 92

3-1.8 Highest Traffic Volumes and Modeling Results

For Rail Road Crossings 92

3-1.9 Pre- and Post-Drainage Conditions 95

3-1.10 Station Alternatives – Impaired Waterbodies 96

3-1.11 Waterbody and Waterway Crossings 99

3-1.12 FEC Corridor Right-of-Way within the 100-Year Floodplain 102

3-1.13 Wetlands within FEC ROW 106

3-1.14 Project Area - Essential Fish Habitat 108

3-1.15 FTA Noise Sensitive Land Uses 111

3-1.16 FTA Ground-Borne Vibration and Ground-Borne 

Noise Operational Impact Criteria 115

3-1.17 General Assessment Criteria for Construction Noise 117

3-1.18 Construction Vibration Damage Criteria 118
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Table Page

3-1.19 Summary of Unmitigated Noise Impact Results

No-Build Alternative 119

3-1.20 Summary of Unmitigated Noise Impact Results

Preferred Build Project Alternative 120

3-1.21 Average Traffic Volumes and Noise Levels Around Station Sites 122

3-1.22 Summary of Unmitigated Construction Noise Impact Results 123

3-1.23 Summary of Mitigated Noise Impact Results Preferred Build Project Alternative

With Stationary Grade-Crossing Horns 124

3-2.1 Existing Natural Communities Adjacent to the Project Limits 128

3-2.2 Listed Species Potentially in the Project Area 134

3-3.1 FEC Railroad Crossing Delay Estimates 144

3-3.2 Level of Service (LOS) Criteria 147

3-3.3 Mainline Railroad Crossing PM Peak Hour Delay and LOS

Palm Beach County 150

3-3.4 Mainline Railroad Crossing PM Peak Hour Delay and LOS

Broward County 151

3-3.5 Mainline Railroad Crossing PM Peak Hour Delay and LOS

Miami-Dade County 153

3-3.6 2030 Daily Boardings at AAF Stations

Station Access, Mode Split and Volumes 156

3-3.7 Trip Generation Summary for Proposed Stations (NET new trips) 157

3-3.8 West Palm Beach North Alternative – Existing and Future LOS 160

3-3.9 West Palm Beach Central Alternative – Existing and Future LOS 161

3-3.10 Fort Lauderdale Alternatives – Existing and Future LOS 163

3-3.11 Miami South at Grade Alternative – Existing and Future LOS 165

3-3.12 Miami South Elevated Alternative – Existing and Future LOS 166

3-3.13 Existing Parking that Occurs within the Proposed Development Area

West Palm Beach 170

3-3.14 Off-Street Parking Facilities Available to the General Public 

Within the Quarter Mile Buffer West Palm Beach 170

3-3.15 Off-Street Parking Facilities Available to the General Public 

Within the Half Mile Buffer West Palm Beach 170

3-3.16 Parking Demand Estimate – West Palm Beach Station 171

3-3.17 Existing Parking that Occurs within the Proposed Development Area

Fort Lauderdale 173

3-3.18 Off-Street Parking Facilities Available to the General Public 

Within the Quarter Mile Buffer Fort Lauderdale 173

3-3.19 Off-Street Parking Facilities Available to the General Public 

Within the Half Mile Buffer Fort Lauderdale 173

3-3.20 Parking Demand Estimate – Fort Lauderdale 174
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Table Page

3-3.21 Existing Parking that Occurs within the Proposed Development Area

Miami 176

3-3.22 Off-Street Parking Facilities Available to the General Public 

Within the Quarter Mile Buffer Miami 176

3-3.23 Off-Street Parking Facilities Available to the General Public

Within the Half Mile Buffer Miami 176

3-3.24 Parking Demand Estimate – Miami 177

3-3.25 Project Area Demographic Summary 181

3-3.26 Palm Beach County Demographic Summary 181

3-3.27 Broward County Demographic Summary 182

3-3.28 Miami-Dade County Demographic Summary 183

3-3.29 Percent Non-White 185

3-3.30 Location of Impact 186

3-3.31 Percent Hispanic 190

3-3.32 Percent Low Income 191

3-3.33 Location of Impact 192

3-3.34 High and Medium Risk Contamination and Hazardous Waste Sites 204

3-3.35 Aboveground Storage Tank Inventory 203

3-3.36 Railway Bridges Identified within the Palm Beach County Segment 

of the FEC Corridor Mainline Historic Resources APE 206

3-3.37 Historic Districts Identified within the Palm Beach County Segment 

of the FEC Corridor Mainline Historic Resources APE 207

3-3.38 Linear Resources Identified within the Palm Beach County Segment 

of the FEC Corridor Mainline Historic Resources APE 207

3-3.39 Historic Structures Identified within the Palm Beach County Segment 

of the FEC Corridor Mainline Historic Resources APE 208

3-3.40 Historic Stations or Railroad Related Resources Identified within the 

Palm Beach County Segment of the FEC Corridor Mainline 

Historic Resources APE 209

3-3.41 Historic Cemeteries Identified within the Palm Beach County Segment 

of the FEC Corridor Mainline Historic Resources APE 209

3-3.42 Railway Bridges Identified within the Broward County Segment 

of the FEC Corridor Mainline Historic Resources APE 211

3-3.43 Historic Districts Identified within the Broward County Segment 

of the FEC Corridor Mainline Historic Resources APE 212

3-3.44 Linear Resources Identified within the Broward County Segment 

of the FEC Corridor Mainline Historic Resources APE 212

3-3.45 Historic Structures Identified within the Broward County Segment 

of the FEC Corridor Mainline Historic Resources APE 213

3-3.46 Historic Stations or Railroad Related Resources Identified within the 

Broward County Segment of the FEC Corridor Mainline 

Historic Resources APE 214
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Table Page

3-3.47 Railway Bridges Identified within the Miami-Dade County Segment

of the FEC Corridor Mainline Historic Resources APE 215

3-3.48 Historic Districts Identified within the Miami-Dade County Segment

of the FEC Corridor Mainline Historic Resources APE 216

3-3.49 Linear Resources Identified within the Miami-Dade County Segment

of the FEC Corridor Mainline Historic Resources APE 216

3-3.50 Historic Structures Identified within the Miami-Dade County Segment

of the FEC Corridor Mainline Historic Resources APE 216

3-3.51 Historic Cemeteries Identified within the Miami-Dade County Segment

of the FEC Corridor Mainline Historic Resources APE 217

3-3.52 Historic Resources Identified within the West Palm Beach North Site APE 

for Historic Resources 218

3-3.53 Historic Resources Identified within the West Palm Beach Central Site APE 

for Historic Resources 218

3-3.54 Historic Resources Identified within the Fort Lauderdale North Site APE

for Historic Resources 221

3-3.55 Historic Resources Identified with the Fort Lauderdale South Site APE

for Historic Resources 223

3-3.56 Historic Resources Identified within the Miami Central- Elevated Site APE

for Historic Resources 224

3-3.57 Historic Resources Identified within the Miami South -At Grade Site APE

for Historic Resources 225

3-3.58 Recreational Resources within 300 feet and 100 feet of the Project

Palm Beach County, Florida 227

3-3.59 Recreational Resources within 300 feet and 100 feet of the Project

Broward County, Florida 228

3-3.60 Recreational Resources within 300 feet and 100 feet of the Project

Miami-Dade County, Florida 229

3-3.61 Energy Consumption and Savings 233

3-3.62 Past Actions – 1992 – 2011 238

3-3.63 Current Actions – 2011 239

3-3.64 Reasonably Foreseeable Future Actions – 2013 – 2022 240

Section 4 COORDINATION AND CONSULTATION

4-0.1 Community Outreach Data 246

4-0.2 Letters and Agreements of Support 250
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LIST OF FIGURES

Figure Page

Section 1 PURPOSE AND NEED

1-1.1 Existing Typical Section 20

1-1.2 Proposed Typical Section 21

1-3.1 Project Location Map 29

1-3.2 Bridge at MP 319.55 30

1-3.3 Bridge at MP 354.51 31

1-3.4 Bridge at MP 354.51 31

1-3.5 Bridge Location Map 32

1-3.6 ICTF Renderings 37

1-4.1 Historic Unemployment Rates (2008-2012)

County, State, and National 40

Section 2 ALTERNATIVES

2-5.1 West Palm Beach Station Alternatives Map 58

2-5.2 Fort Lauderdale Station Alternatives Map 63

2-5.3 Historic Photograph of the Florida East Coast Miami Station 67

2-5.4 Miami Station Alternatives Map 69

2-6.1 Preferred West Palm Beach-Central Site Plan and Massing 78

2-6.2 Preferred Fort Lauderdale-North Site Plan and Massing 80

2-6.3 Preferred Miami-Central Elevated Site Plan and Massing 83

Section 3 AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES

3-1.1 Wellfield Protection Areas 98

3-1.2 100-year Floodplains 103

3-1.3 FRA Noise Impact Criteria 112

3-2.1 Forested Upland Communities 130

3-3.1 West Palm Beach – Central 

Existing and Proposed Traffic Patterns 162

3-3.2 Fort Lauderdalte – North

Existing and Proposed Traffic Patterns 164

3-3.3 Miami – Central Elevated

Existing and Proposed Traffic Patterns 167

3-3.4 West Palm Beach Parking Assessment 169

3-3.5 Fort Lauderdale Parking Assessment 172

3-3.6 Miami Parking Assessment 175

3-3.7 Race, Ethnicity and Poverty Levels – Palm Beach County Noise Impacts 187
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Figure Page

3-3.8 Race, Ethnicity and Poverty Levels – Broward County 

Noise Impacts 188

3-3.9 Race, Ethnicity and Poverty Levels – Miami-Dade County 

Noise Impacts 189
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LIST OF ACRONYMS

AADT Average Annual Daily Traffic

AAF All Aboard Florida – Stations LLC and All Aboard Florida – Operations LLC

ACHP Advisory Council on Historic Preservation

ADA Americans with Disabilities Act

AIWA Atlantic Intracoastal Waterway Association

APE Area of Potential Effect

BEA U.S. Bureau of Economic Analysis

BEBR Bureau of Economic and Business Research

BTU British Thermal Unit

CAAA Clean Air Act Amendments

CBD Central Business District

CBRA Coastal Barrier Resource Act

CEQ Council on Environmental Quality

CFR Code of Federal Regulations

CO2 Carbon Dioxide

CRA Community Redevelopment Area

CRAS Cultural Resource Assessment Survey

CSXT CSX Transportation

CWA Clean Water Act

CZMA Coastal Zone Management Act

dBA A-weighted sound levels

DHR Division of Historical Resources

DOE U.S. Department of Energy

EA Environmental Assessment

ECFRPF East-Central Florida Regional Planning Council

EFH Essential Fish Habitat

EPA U.S. Environmental Protection Agency

ERP Environmental Resource Permit

ESA Endangered Species Act

ESBA Endangered Species Biological Assessment

FAC Florida Administrative Code

FCMA Florida Coastal Management Act

FCMP Florida Coastal Management Program

FDACS Florida Department of Agriculture & Consumer Services

FDEP Florida Department of Environmental Protection

FDOT Florida Department of Transportation

FEC Florida East Coast

FECR Florida East Coast Railway, L.L.C.

FEMA Federal Emergency Management Agency

FGDL Florida Geographic Data Library

FHSRA Florida High Speed Rail Authority

FHWA Federal Highway Administration

FIRM Flood Insurance Rate Map
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FLUCCS Florida Land Use, Cover, and Forms Classification System

FMC Fishery Management Council

FONSI Finding of No Significant Impact

FRA Federal Railroad Administration

F.S. Florida Statute

FTA Federal Transit Administration

FTE Full Time Equivalent

FWC Florida Fish and Wildlife Conservation Commission

GHG Greenhouse Gas

GIS Geographic Information System

GPR Ground Penetrating Radar

HAPC Habitat Areas of Particular Concern

Hz Hertz

I-95 Interstate 95

ISTEA Intermodal Surface Transportation Efficiency Act

KG Kilogram

Ldn Day-Night Sound Level

LEEDTM Leadership in Environmental and Energy Design

Leq Equivalent Sound Level

LOS Level of Service

MIA Miami International Airport

MIC Miami Intermodal Center

MP Mile Post

MPH Miles Per Hour

MPO Metropolitan Planning Organization

MSAT Mobile Source Air Toxics

NAAQS National Ambient Air Quality Standards

NEPA National Environmental Policy Act

NHPA National Historic Preservation Act

NMFS National Marine Fisheries Service

NOA Notice of Availability

NOAA National Oceanic Atmospheric Administration

NPDES National Pollutant Discharge Elimination System

NRHP National Register of Historic Places

NWI National Wetlands Inventory

OFW Outstanding Florida Water

OGT Office of Greenway and Trails

PD&E Project Development and Environmental

PPV Peak Particle Velocity

PTC Positive Train Control

RRIF Railroad Rehabilitation and Improvement Financing

RIMS II Regional Input-output Modeling System

RMS Root Mean Square

ROW Right-of-Way

RSIA Rail Safety Improvements Act of
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SAFETEA-LU Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users

SAFMC South Atlantic Fishery Management Council

SCE Sociocultural Effects

SEL Sound Exposure Level

SFECC South Florida East Coast Corridor

SFECCTA South Florida East Coast Corridor Transit Analysis

SFRC South Florida Rail Corridor

SFRTA South Florida Regional Transportation Authority

SFWMD South Florida Water Management District

SHPO State Historic Preservation Officer

SOV Single-occupant Vehicle

sqft Square Feet

TEA-21 Transportation Equity Act for the 21st Century

TMDL Total Maximum Daily Load

TOD Transit-oriented Development

USACE U.S. Army Corps of Engineers

USC United States Code

USCG U.S. Coast Guard

USDOT U.S. Department of Transportation

USFWS U.S. Fish and Wildlife Service

VdB Vibration Decibels

VMF Vehicle Maintenance Facility

VMT Vehicle Miles Traveled
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1.0 PURPOSE AND NEED

1.1 Introduction1

This Environmental Assessment (EA) and Section 4(f) Evaluation for the All Aboard Florida West Palm 

Beach to Miami Passenger Rail Project (Project) was prepared jointly by All Aboard Florida – Stations LLC 

and All Aboard Florida – Operations LLC (AAF). FRA reviewed and commented on draft versions of the 

document and approved this version for release for public circulation and comment. The purpose for 

the Project is to address South Florida’s current and future needs to enhance the transportation system, 

improve air quality, create jobs, provide a transportation alternative for millions of Floridians and 

tourists, and support economic development by: 

 Returning the existing Florida East Coast (FEC) corridor to a dual-track system to allow for the 

restoration of fast, dependable and efficient passenger rail service within Southeast Florida; and

 Implementing a privately owned, operated, and maintained intercity passenger rail service that 

will connect downtown West Palm Beach to downtown Miami with one stop in downtown Fort 

Lauderdale. 

As described in more detail in Section 1.3, Project Description, and Section 2, Alternatives, the following 

improvements are proposed between West Palm Beach and Miami to provide intercity passenger rail 

service:

 Three new stations located in the Central Business Districts (CBDs) of West Palm Beach, Fort 

Lauderdale and Miami;

 New platforms at each proposed station (single 35-foot wide center island platform of 800 feet 

in length at both West Palm Beach and Fort Lauderdale; 1,000-foot long terminal platforms in 

Miami);

 New track signal controls;

 49.2 total miles of new second main track construction within the existing FEC corridor;

 Upgrades at existing highway and pedestrian crossings on the FEC corridor to enhance safety;

 8.3 miles of siding rehabilitation at the following mile-post (MP) locations: Hypoluxo (MP 309), 

Villa Rica (MP 321), Pompano (MP 331), and Ojus (MP 353);

 Rehabilitating 3 bridges to add a second track at the following mile-post locations: MP 319.55, 

MP 334.93 and MP 354.51;

 7 bridges to remain single track at the following mile-post locations with #24 Turnouts at each 

end of the bridge to connect the second track to the single main: MP 304.05, MP 311.45, MP 

326.58, MP 337.9, MP 338.52, MP 353.74 and MP 356.53; and

 

1

In drafting this EA, including Section 1, the preparers reviewed the Draft Environmental Assessment and 4(F) Evaluation for The FEC Amtrak 

Passenger Rail Study Jacksonville (Duval County) to Miami (Miami-Dade County), Florida, by FRA and FDOT. See 

http://www.dot.state.fl.us/rail/FECAmtrak/0901%20-%20Draft%20EA%20-%20August%202010.pdf. This document contains information and 

language from that draft, which aptly summarized and addressed many issues under consideration here. For further information regarding 

development in the FEC corridor consistent with the Project plans, see, also, documents issued as part of the South Florida East Coast Corridor 

Transit Analysis Study managed by FDOT. See, e.g., http://www.sfeccstudy.com/study-process; http://www.sfeccstudy.com/documents.html; 

http://www.sfeccstudy.com/draft_docs/Final%20Detailed%20Definition%20of%20Alternative%20Analysis%20Report.pdf. 
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 New crossovers to be built at the following mile-post locations: MP 351.2, MP 309.3, MP 365.2, 

MP 289.8, MP 319.5, MP 321.5, MP 330.5, MP 332.3 and MP 360.7. 

1.1.1 Project System

AAF has the existing right to develop passenger rail service within the complete 66-mile route, which is 

entirely privately owned, in place, in use and available. As such, the Project’s system is “shovel-ready” 

and may be completed promptly within the existing FEC right-of-way (ROW). Using this existing ROW –

on a corridor that was originally assembled to provide passenger rail service – establishes an ideal 

platform to reinstate necessary passenger service while minimizing any potential environmental impacts 

of construction. As shown in this document, the planned mainline improvements are, simply, the 

restoration of an existing rail ROW for passenger operations in a manner that will (1) not significantly 

impact ecologically sensitive areas or wetlands; (2) not substantially change levels of noise, vibration, or 

pollutants; and (3) not impact historic resources. These mainline improvements will primarily take place 

within a corridor that has existed for more than 100 years and has historically seen heavy freight and 

passenger traffic, see Existing Typical Section, Figure 1-1.1. 

At the highest utilization rate of the ROW, which occurred in 2006, there were 23 through-freight trains 

per day over this FEC corridor running daily on the existing track (i.e., those trains running through one 

or more terminals before reaching a final destination, as opposed to local freight trains serving 

customers along the line). By contrast, and as discussed herein, the operations proposed for the Project 

– even when combined with existing and future freight operations – will be more limited. This is true 

because more efficient freight operations with faster, longer trains, have resulted in a reduced usage, 

with only 10 daily through-freight trains in operation today. See Table 1-1.1.

This reduced freight usage is a permanent condition -- even if projected growth in freight operations is 

considered. As detailed in Section 1.3, Project Description, the nature of the projected freight growth in 

traffic is different than in the past because the increasing trend to move freight in containers 

(“intermodal”) has made possible both an increase in capacity and an increase in efficiency for the 

movement of tonnage growth on the nation’s freight railroads. The utilization of the FEC corridor will 

also be less impactful than the 2006 peak usage because the Project’s passenger rail system would 

provide service with trains that are faster, quieter and lighter than any that have been used within the 

FEC corridor to date. Thus, as described in more detail in Section 3, Affected Environment and 

Environmental Consequences, the operations occurring within the FEC corridor in previous years when 

freight traffic was at its peak in 2006 caused far more impacts than the proposed overall utilization of 

the FEC corridor. This is true even taking into account AAF’s plan to return passenger rail service 

together and the projected growth of freight train operations. See Table 1-1.2.

Further, adding and replacing tracks within an existing corridor requires no acquisition of ROW property 

for the mainline and requires less construction than a “green-field” project, thereby resulting in minimal 

disruption to the environment and local communities. Construction of a rail line on a new corridor 

typically requires substantial earthwork to prepare the roadbed, including excavation, grading, and 

clearing and grubbing of vegetation. Alternatively, installing or restoring track on an existing rail rightof-way requires less earthwork and does not implicate water, species, or other more typical 
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environmental impacts, see Proposed Typical Section, Figure 1-1.2. Maintenance of traffic is also 

minimized when working within an existing transportation corridor.
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Table 1-1.1

FEC Corridor Usage

2006 and Proposed Opening Year of 2015

Year Train Type Frequency Hours of 

Service

Speed (MPH) Average 

Length

(Feet)

Palm Beach 

Co

Broward Co Miami-Dade 

Co

2006

Freight 

(local)

4 24/7/365 28.5 

Average;

60 

Maximum

22.6 Average; 

60 Maximum

29.5 Average; 

60 Maximum

6,750

Freight 

(through)

23 24/7/365 28.5 

Average; 

60 

Maximum

22.6 Average; 

60 Maximum

29.5 Average; 

60 Maximum

6,750

Passenger 0 0 0 0 0 0

2015

Freight

(local)

4 24/7/365 30.5 

Average; 

60 

Maximum

30.5 Average; 

60 Maximum

31.3 Average; 

60 Maximum

8,837

Freight 

(through)

10 24/7/365 30.5 

Average; 

60 

Maximum

30.5 Average;

60 Maximum

31.3 Average;

60 Maximum

8,837

Passenger 12 NB = 

6:20 to 

20:20

SB = 5:50 

to 19:50

60.1 Average; 79 Maximum 725 to 

9002

 

2

Note that the length of 725 feet contemplates a train set consisting of two locomotives, each 65 feet long, and seven passenger cars, each 85 

feet long, while the approximately 900 feet contemplates the possible addition of two passenger cars to the set.
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- West Palm Beach to Miami, Florida October 31, 2012

20

Table 1-1.2

Comparative Matrix

Preferred Build Project Alternative, 2006 Peak, and Current Conditions

Categories of Consequences Preferred Build Project Alternative 2006 Peak Freight Activity Current Conditions 

Air Quality No Impact No Impact No Impact

Water Quality No Impact No Impact No Impact

Surface Water Quality No Impact No Impact No Impact

Sole Source Aquifer No Impact No Impact No Impact

Wellfield Protection Zones No Impact No Impact No Impact

Waterbodies and Waterways No Impact No Impact No Impact

Navigation No Impact No Impact No Impact

Special Designations No Impact No Impact No Impact

Floodplains Minimal No Impact No Impact

Wetlands No Impact No Impact No Impact

Essential Fish Habitat No Impact No Impact No Impact

Coastal Zones Consistent Consistent Consistent

Noise Minimal Minimal Minimal

Vibration Minimal Minimal Minimal

Ecological Systems No Impact No Impact No Impact

Threatened and Endangered 

Species 

No Impact No Impact No Impact

Rail Transportation and 

Regional Roadway Network

Minimal/Beneficial Peak year activity for freight

23 through/4 local

10 through/4 local

Local Vehicular Transportation No Impact/Minimal N/A N/A

Parking No Impact/Minimal N/A N/A

Land Use Consistent N/A N/A

Environmental Justice and 

Demographics 

Minimal N/A N/A

Barriers to the Elderly and 

Handicapped 

N/A/Beneficial N/A N/A

Public Health and Safety Beneficial N/A N/A

Contaminated Sites and 

Hazardous Materials 

No Change Weekly transport Weekly transport

Cultural Resources Minimal N/A N/A

Section 4(f) and Recreational 

Resources

No Change N/A N/A

Municipal Services Minimal N/A N/A

Energy Resources No Change N/A N/A

Aesthetics No Change/Improvement N/A N/A

Construction Impacts Minimal (Temporary) N/A N/A

Potential Secondary Impacts Minimal/Beneficial N/A N/A

Potential Cumulative Impacts Beneficial N/A N/A

Notes on terminology:

 N/A: Not applicable because the conditions did not involve or include these resources;

 No Impact: No impacts and/or changes expected;

 Beneficial: Positive impacts anticipated; 

 Minimal: Impacts are not expected to be measurable, or are measurable but are too small to cause any change in the 

environment;

 Minor: Impacts that are measurable but are within the capacity of the affected system to absorb the change, or the impacts can 

be compensated with little effort and few resources so that the impact is not substantial;

 Moderate: Impacts that are measurable but are within the capacity of the affected system to absorb the change, or the impacts 

can be compensated with effort and resources so that the impact is not substantial;

 Major–Environmental impacts that, individually or cumulatively, could be substantial.
Figure 1-1.1 Existing Typical Section
Figure 1-1.2 Proposed Typical Section

Proposed Condition
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Not only does the construction of a new passenger line within an existing corridor have limited 

environmental impacts, any potential impacts are outweighed by the environmental, health and public 

policy benefits of developing a modern passenger rail network. Building passenger rail lines on existing 

freight rail corridors that are in use provides benefits for the public and the environment by removing 

cars, vehicles and attendant emissions from the roadways, while minimizing potentially disruptive 

impacts of construction. For this reason and others, the re-introduction of intercity passenger rail 

service on the FEC corridor is consistent with many public policy initiatives.

In addition to fulfilling public policy objectives, the Project provides a solution to South Florida’s 

transportation dilemmas. In June 2010, FDOT prepared the I-95 Transportation Alternatives Study, in 

consultation with the Department of Law Enforcement, the Department of Environmental Protection, 

the Division of Emergency Management, the Office of Tourism, Trade and Economic Development and 

affected metropolitan planning organizations (MPOs) and regional planning councils located along the 

corridor.3 The study, which provides an assessment of concerns and proposed solutions related to I-95, 

found that “I-95 is overwhelmed with traffic demand”4and that “[t]ravel within specific urban areas 

along the I-95 corridor is highly congested in peak travel periods due to single driver automobile use.“5 

This study concluded, among other things, that “[p]assenger rail service presents a mobility option to 

serve Florida’s East Coast along the I-95 corridor” with multiple benefits including the reduction of 

“fossil fuel use and greenhouse gases (GHGs); job creation and economic development around station 

locations; and, better connectivity between northern and southern sections of Florida.” 

The study further concluded that:

Modal options are also important from an emergency management standpoint. Enhanced 

transportation options will provide additional opportunities for moving people out of [harm’s] 

way during an emergency evacuation or moving supplies into an area during recovery 

operations. For example, passenger rail options can provide additional capacity to move citizens 

out of a region.6

Notwithstanding these benefits, the study noted that drawbacks existed because there were “[l]imited 

funds available in transportation budgets” as well as potential “impacts to the human, natural, and 

physical environment resulting from new facilities.”7

The Project provides an ideal solution to this conundrum. The Project presents a privately owned, 

maintained and operated railway that will not rely on public operating subsidies to restore a passenger 

 

3

For the complete report, see http://www.dot.state.fl.us/planning/systems/sm/corridor/corridor%20study/I95%20Transportation%20Alternatives%20Final%20Report.pdf. 

4

Id., at 2.

5

Id., at 22.

6

Id., at 30.

7

Id., at 22 (emphasis added).
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rail system within an existing ROW that was originally intended for this purpose. Further, the Project 

will avoid significant negative impacts to the environment, while enhancing the livability, mobility and 

environmental sustainability of the region. 

Also, as this document shows, to simply maintain the status quo in the FEC corridor would fail to meet 

the Project’s purpose and need in that the economic health of the local communities through which the 

Project will travel hinges on efficient mass transit -- the lack of which will only increase traffic congestion 

and automobile dependence for long commutes, thereby further damaging the environment, including 

air quality. Traffic and parking is already a recognized problem in the downtown areas the Project would 

serve, which will intensify over time without a new transportation solution. The Project provides that 

solution. 

 

1.1.2 Project Stations and Vehicle Maintenance Facility

As described in more detail in Section 1.3, Project Description, the Project proposes three new 

passenger stations in the following locations: 

 West Palm Beach, 

 Fort Lauderdale, and 

 Miami. 

The station location alternatives considered for each of these cities are documented in Section 2, 

Alternatives. AAF developed the locations of new stations along the FEC corridor with substantial public 

input and in consultation with local government agencies, regional planning councils, and metropolitan 

planning organizations. Interagency meetings were conducted with local officials from each of the

affected cities and counties to identify, evaluate, and refine the station location alternatives. As 

described in more detail in Section 1.3, Project Description, all station alternatives are in highlyurbanized areas, and limited or no parking facilities may be required at some locations. Patrons 

accessing these stations would be anticipated to either walk and/or use adjacent parking facilities to 

access the station. The proposed stations have been located to facilitate potential future transitoriented development and intermodal connections. The stations will be developed in a manner that will 

not preclude future commuter rail service on the FEC corridor, by FDOT or others. With regard thereto, 

there are no current plans for shared use of the stations for this purpose, but the design of the stations 

would allow for such development.

As described in more detail in Section 1.3, Project Description, trains would use an existing yard for 

maintenance, which will be made available because the existing freight service use there will soon be 

moved to another location. 

1.1.3 Project Goals

The Project is being proposed by AAF as a solution to problems faced by residents and visitors to South 

Florida, who require convenient, fast, dependable transportation within the region. Existing demand 

will be met by this Project through the development of a privately owned, operated and maintained 

intercity passenger rail service that AAF plans to have operational before the end of 2015. As it provides 
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a fast, efficient transportation solution in South Florida, the Project will also protect the environment, 

generate new revenue for local communities and the State, and create more than 1,200 new 

construction jobs and approximately 400 new permanent, high-wage jobs (which does not include the 

additional jobs from property development around the rail system that could create even more 

employment opportunities).

Millions of people travel annually to, from, and within South Florida for both business and pleasure. 

Travel by automobile often includes traffic accidents, congestion, pollution, lost time, and increased 

costs for fuel and road maintenance. Increasing gas prices and traffic challenges within this huge market

create a strong demand for new mobility options. 

According to Texas Transport Institute’s 2011 Urban Mobility Report, urban highways are increasingly 

congested, resulting in travel delays and excessive fuel consumption and air emissions.

8

 As stated in 

that report:

Congestion is a significant problem in America’s 439 urban areas.... In 2010, congestion caused 

urban Americans to travel 4.8 billion hours more and to purchase an extra 1.9 billion gallons of 

fuel for a congestion cost of $101 billion.

9

The national problem of roadway congestion is a reality in the State of Florida and the need for a 

solution has been recognized by the Florida Department of Transportation (FDOT). This is described, 

among other places, in the FDOT’s Florida Intercity Passenger Rail “Vision Plan” that was released in 

2006.

10

 Among other things, the plan found that by 2040:

Population will grow by nearly 70 percent and the intercity travel market by over 200 percent. 

The intercity travel market is projected to expand from just over 100 million trips to nearly 200 

million trips by 2020 and 320 million trips by 2040. The size of these increases will put pressure 

on existing transportation facilities and require the development of substantial new 

infrastructure to meet the demand.11

In June 2009, FDOT released the Florida Rail System Plan: Policy Element12 to update the 2006 Florida 

Freight and Passenger Rail Plan and build upon previous rail planning efforts, including the 2006 Florida 

Intercity Passenger Rail Vision Plan. The 2009 Plan shows that:

 There is a rising public interest in rail options to meet intercity and regional mobility needs;

 The existing congestion on Florida’s highways may be mitigated by a passenger rail alternative, 

which would also serve to increase the mobility of tourists, business travelers, and citizens –

especially older Floridians; and

 

8

For the complete report and congestion data, see http://mobility.tamu.edu/ums. 

9

Id., at 1.

10 For the complete report, see http://www.dot.state.fl.us/rail/Publications/Plans/06VisionPlan/ExecReportFinal.pdf. 

11 Id., at page 3.

12 For the complete report, see http://www.dot.state.fl.us/rail/PlanDevel/Documents/2009PolicyElementoftheRailSystemPlan-webfinal.pdf.
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 Reliance on alternate transit options is expected to increase in light of growing concerns over 

dependence on foreign oil, fluctuating gas prices, and fuel supply disruptions as a result of 

natural disasters.

Specifically, the FDOT found that: 

In spite of recent slowing of growth due to a downturn in the national and state economy, by 

2030 more than 25 million people will call Florida home, an increase of over 35 percent since 

2007.... The expected growth in population over the long-term reinforces the value of investing 

in rail as part of a multimodal transportation strategy to more efficiently accommodate the 

mobility needs of future populations.13

AAF reviewed these findings and analyzed whether passenger rail service would provide a useful 

approach to resolving the transportation troubles of the State of Florida by commissioning engineering, 

environmental and investment-grade ridership studies as the first steps in its plan to bring efficient new 

passenger rail service to South Florida. Through this approach, AAF has developed a plan for the Project 

with the following benefits:

 Construction and operations will occur within an existing 100-foot rail corridor, thereby 

minimizing impacts to the environment;

 Location of stations in three major cities in South Florida benefits the local communities by 

spurring development in these urban centers; and 

 Elimination of operating risks to public agencies, which would shoulder zero operating risk 

because this rail system will be 100% privately owned, operated and maintained.

The service proposed by the Project will cater to South Florida’s business travelers, residents, families 

and tourists alike. AAF plans to have frequent, regularly-scheduled trains traveling daily and offering 

amenities such as meal service and Wi-Fi that will make the travel time productive for passengers. Easy 

connections would be expected to bring increased ridership to other local transit systems as well, 

including effective and efficient connections to modes of transportation such as The Wave Street Car,

the Broward County bus terminal, the Miami-Dade County bus system, the existing Metrorail and 

Metromover in the City of Miami and the existing trolley system and Palm Tran in the City of West Palm 

Beach. Moreover, this new, fast and convenient travel option can be delivered without any significant 

negative impacts to South Florida.

The rail system envisioned by AAF could remove up to one million cars from Florida’s roadways annually, 

mitigating traffic congestion and reducing carbon emissions.14 Additionally, effects to the environment 

would be limited because the approximately 100-feet wide, 70-mile ROW required for the Project 

already exists and has been used heavily for approximately 100 years. In addition to connecting 

Southeast Florida’s large metropolitan markets, the Project will generate beneficial economic 

 

13 Id., at 1-4 and 1-5.

14 This calculation was derived from census bureau data on commuters that travel alone, and those that carpool in ratios of 2, 3 and 4 persons in 

Miami-Dade County, Broward County and Palm Beach County and the information provided in the ridership study commissioned by AAF.
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opportunities for Floridians. By creating jobs, stimulating local economies and reducing tax burdens, the 

benefits of a new regional passenger rail system will extend beyond the rail’s destination points. 

For example, it is expected that:

 Project construction will create more than 1,200 new jobs for Floridians;

 Rail operations will bring hundreds of permanent job opportunities upon completion of 

construction – which does not include additional jobs from property development around the 

rail system that could provide additional employment opportunities;

 Reductions in accident rates and greenhouse gas emissions will be realized;

 Savings will be achieved on highway maintenance costs because relieving road congestion will

prolong the lives of highway improvements more than if the passenger rail service were not 

operating; 

 Increased revenues will be realized by the State of Florida, including growth in real estate taxes, 

corporate income taxes and sales taxes, as well as benefits to be realized from reemployment 

insurance, all of which may be utilized to address community-specific needs (e.g. schools, parks, 

public works, police and fire protection); and

 Economic benefits will be produced for businesses, workers and residents in the vicinity of train 

operations. 

South Florida has seen major population and employment growth over the years, which is only expected 

to rise further. 

Source: University of Florida – Bureau of Economic and Business Research - 2012

The State’s existing transportation network is deteriorating – especially along the State’s southeast 

coast, which is often referenced as the oldest contiguous band of development in Florida. The Project 

offers an alternate mode of travel that would improve transportation connectivity between and among 

three of Florida’s major east coast cities, which are facing struggles associated with the constrained 

roadway networks that connect their historic downtowns. The proposed passenger rail service will be 
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critical to ensure that Florida remains fiscally competitive while enhancing the State’s sustainability and 

livability characteristics, hindering urban sprawl, and providing a needed stimulus for redevelopment of 

the downtown areas of the City of Miami, the City of Fort Lauderdale and the City of West Palm Beach. 

1.2 Project History and Project Area

The existing FEC corridor is steeped in a rich history dating back more than a century, when Henry 

Flagler pioneered the development of Florida’s eastern coast, and brought the first passenger and 

freight rail services to South Florida. As summarized on the Florida East Coast Railway L.L.C. (FECR) 

website,

... [the FEC corridor] owes its roots to Henry M. Flagler... a name synonymous with growth and 

development for the State of Florida. Flagler bought the Jacksonville, St. Augustine, Halifax, and 

Indian River Railroads that would become, after several name changes, the Florida East Coast 

Railway in September of 1895. FEC founded West Palm Beach, Palm Beach and, in 1896, Miami, 

as well as most of the east coast of Florida. 15

By 1896, the rail system operated from Jacksonville to Miami, which inspired the development of the 

State’s east coast as a vital chain of coastal downtowns. By the time that Mr. Flagler died in 1913, the 

FEC corridor provided the critical transportation network that connected the entire east coast of Florida, 

from Jacksonville to Key West, through passenger rail service. Then, in 1963, strikes and work stoppages 

by union employees commenced and extended in some form into 1975. With the stakeholders failing to 

reach agreement, passenger rail service was discontinued. However, the chord of coastal communities 

that developed along the FEC corridor as transit-oriented development remains as a key organizing 

element of land use for Florida’s current coastal development pattern.

The existing FEC corridor between Miami and West Palm Beach is approximately 100 feet wide and has 

supported freight and/or passenger service on a continuous basis for more than 100 years. The FEC 

corridor was originally built as a double-track railroad, but today it is mostly a single track railroad with 

several long sidings. The roadbed for the second track in the corridor still exists today and would be 

used for the additional track improvements (see Figures 1-0.1 and 1-0.2). 

In 2006, FECR moved approximately 23 through-freight trains16 per day over this FEC corridor, in 

addition to 4 local freight trains serving customers along the line.17 Those trains averaged 6,750 feet in 

length and provided service every day, with an average speed of 28.5 mph in Palm Beach County, 22.6 

 

15See http://www.fecrwy.com/about/history; For further information regarding the history of the FEC corridor and Mr. Flagler, see Bramson, 

Seth H. The Greatest Railroad Story Ever Told: Henry Flagler & the Florida East Coast Railway's Key West Extension, 2011; Bramson, Seth H. 

Speedway to Sunshine: The Story of the Florida East Coast Railway, 1984; Parks, Patricia J. The Railroad that Died at Sea: the Florida East Coast's 

Key West Extension, 1968; Standiford, Les. Last Train to Paradise: Henry Flagler and the Spectacular Rise and Fall of the Railroad that Crossed an 

Ocean; centennial edition with a foreword by John Blades, Director of the Henry Morrison Flagler Museum, 2011. 

16 As noted in the previous section, through-freight trains are those trains running through one or more terminals before reaching a final 

destination, as opposed to local freight trains serving customers along the line.

17 This peak usage shall serve as the baseline to the study of the Project in this EA, which shows that even with the projected increase in freight 

traffic due to the planned growth in the Port of Miami and Port Everglades due to the Panama Canal expansion, the Project’s addition of 

passenger rail service will not significantly exceed impacts seen in 2006.
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mph in Broward County and 29.5 mph in Miami-Dade County. Today, the number of daily throughfreight trains is 10, which, in part, is a function of more efficient operations (e.g., fewer, longer trains 

and double-stacking of containers). A reduced freight usage from 2006 is a permanent condition -- even 

considering projected growth in freight operations. As detailed in Section 1.3, Project Description, the 

nature of the projected growth in freight traffic is different than in the past because the increasing trend 

towards intermodal traffic has increased both capacity and efficiency for moving tonnage growth on the 

nation’s freight railroads. The projected utilization of the FEC corridor will also be less impactful than 

the 2006 peak usage because the Project’s passenger rail system will provide service with trains that are 

faster, quieter and lighter than any that have been used within the FEC corridor to date.

The current FRA Class IV track conditions along the FEC corridor permit passenger trains to operate up 

to a maximum speed of 79 mph. As more particularly described in Section 1.3, Project Description, the 

Project will maintain the existing FRA track classification, as a minimum, and will require infrastructure 

improvements for the main line, including replacement of the second main line track, reconstruction of 

existing crossovers and the addition of crossovers to facilitate operational efficiencies all within the 

existing FEC corridor. No land acquisition for the ROW is needed to complete these mainline 

improvements. 

In light of the foregoing facts, the Project Area (as more particularly defined in Section 3.0) encompasses 

the approximately 70 miles of the FEC corridor from West Palm Beach to Miami, as well as the areas 

surrounding each of the cities in which station development is being proposed. 

1.3 Project Description

1.3.1 Existing System Description

The approximately 70 miles of the FEC corridor between West Palm Beach and Miami is part of a larger 

existing 365-mile system currently operating as a freight railroad. Originally, the entire system was built 

and operated as a double track railroad but, since the early 1970’s, much of the double track has been 

removed to balance railroad service needs with capacity and operating and maintenance costs. The 

railroad subgrade embankments and track bed still exist in most places along the system; and the 

consolidated sub-base, primary drainage systems and bridge substructures remain for a complete, 

double-track right-of-way railroad system. Existing right-of-way widths are typically at least 100 ft. 

throughout the existing system. The existing system was built and maintained to FRA Class IV track 

standards, permitting 60 mph freight and 79 mph passenger operations. Ruling grades are 

predominantly 0.3% with the horizontal alignment predominantly tangent, with typical curves 2 degrees 

or less. In isolated locations where curves exceed 2 degrees, operating speeds are reduced. 

1.3.2 Proposed System Description

The proposed intercity passenger rail system would provide hourly service, consisting of approximately 

16-19 roundtrip trains that will be approximately 725 feet long for a train set consisting of two 

locomotives, each 65 feet long, and seven passenger cars, each 85 feet long, or approximately 900 feet 

long if two additional passenger trains were to be added. Passenger trains will operate at speeds up to 
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30

79 mph, but will likely average 60 mph for a variety of reasons. Specifically, certain short sections of the 

FEC corridor include speed restrictions due to horizontal curvature, spiral lengths and super-elevation.

The Project area covered by this EA begins in the north at MP 299.5, just north of the potential West 

Palm Beach Station sites. It ends at MP 365.5 at the Miami Station, see Figure 1-3.1. Total Project

corridor length is 66 miles. The current system ends at MP 365.15 where the Port of Miami lead turns 

eastward toward the port. The 66-mile Project 

corridor includes the single main, and 18 miles of 

second track sidings along the right-of-way. The 

planned improvements for the system 

component of the Project include the following:

 New platforms at each proposed station, 

a more detailed description of which 

appears in Section 2.5 of this EA;

 New track sidings at the new stations;

 New track signal controls throughout the 

corridor;

 49.2 total miles of new second main 

track construction within the existing FEC 

corridor;

 Upgrades at 134 crossings of the 183 

total highway and pedestrian crossings 

encountered from West Palm Beach to 

Miam on the FEC corridor to enhance 

safety, a more detailed description of 

which appears in Section 2.4;

 8.3 miles of siding rehabilitation at the 

following mile-post locations: Hypoluxo 

(MP 309), Villa Rica (MP 321), Pompano 

(MP 331), and Ojus (MP 353);

 3 bridges to be rehabilitated to add a 

second track at the following mile-post 

locations: MP 319.55, MP 334.93 and MP 

354.51;

 7 bridges to remain single track at the 

following mile-post locations with #24 

Turnouts at each end of the bridge to 

connect second track to single main: MP 

304.05, MP 311.45, MP 326.58, MP 

337.9, MP 338.52, MP 353.74 and MP 

356.53; 

 Control work only for New River Bridge 

at MP 341.26; 

Figure 1-3.1 Project Location Map

Figure 1-3.1 Project 

Location Map
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 New approach work in Miami to depart from at-grade construction and transition to an elevated 

section at the proposed terminal in Miami, which elevated section will pass over the Port of 

Miami Lead, Metro Mover and Metro Rail as it approaches the station (MP 364.8 to MP 365.5);

 New #24 Universal Crossovers to be built at MP 351.2 and MP 309.3;

 New #10 Universal crossovers planned for MP 365.2;

 New #24 Crossovers planned at MP 289.8, MP 319.5, MP 321.5, MP 330.5 and MP 332.3; and 

 New #20 Crossovers planned at MP 360.7. 

It should be noted that no bridge foundations located in bodies of water will be modified by the 

proposed improvements and that no rehabilitation work is proposed for existing mains or for the Fort 

Lauderdale Siding (MP 343) or the new Port Lead in Miami (MP 365.15). 

Aerial photographs of each bridge location are shown in Appendix A, with photographs showing the 

existing conditions of the three bridges where rehabilitation work is planned set forth below (see 

Figures 1-3.2, 1-3.3 and 1-3.4). The specific locations of the bridges included within the Project Area are 

shown in the Bridge Location Map, Figure 1-3.5. In addition, a summary description of the work to be 

completed at each location is set forth in the Proposed Bridge Work, Table 1-3.1.

Figure 1-3.2 Bridge at MP 319.55
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Figure 1-3.3 Bridge at MP 334.93

Figure 1-3.4 Bridge at MP 354.51
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Figure 1-3.5

Bridge Location Map
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Table 1-3.1

Summary of Bridge Work

West Palm Beach (MP 299.5) to Miami (MP 365.5)

Material Length LF of 

New

Work

Mile 

Post

No Work 

Proposed

Limited 

Deck Work or 

Approaches 

Proposed

Description of 

Existing Conditions and Work

Steel 200 0 304.05 √ Existing single track bridge to remain. No 

work on existing bridge.

Concrete 142 0 311.45 √ Existing single track bridge to remain. No 

work to existing bridge.

Concrete 173 173 319.55 √ Independent precast concrete ballasted 

deck structures. Clean off ballast from 

west bridge, rehab deck, add second ML. 

No work to existing ML bridge foundation 

in waterways.

Steel 206 0 326.58 √ Existing single track bridge to remain. No 

work on existing bridge.

Concrete 148 148 334.93 √ Concrete ballasted deck formerly had 

two tracks. Add second ML on west on 

existing bridge. No work to existing ML 

bridge foundation in waterways.

Concrete 192 0 337.91 √ Existing single track bridge to remain. No 

work on existing bridge.

Concrete 190 0 338.52 √ Existing single track bridge to remain. No 

work on existing bridge

Concrete 210 0 341.26 √ Two tracks existing. No work needed.

Concrete 26 0 342.00 √ Two tracks existing. No work needed.

Steel 79 0 345.41 √ No work needed. Second track added by 

others as part of Fort Lauderdale Airport 

Project.

Steel 82 0 353.74 √ Existing single track bridge to remain. No 

work on existing bridge

Concrete 160 160 354.51 √ Concrete ballasted deck formerly had 

two tracks. Add second ML on west on 

existing bridge. No work to existing ML 

bridge foundation in waterways.

Steel 50 0 356.53 √ Existing single track bridge to remain. No 

work on existing bridge.

Steel 134 0 358.78 √ Two tracks existing. No work needed.

Concrete 120 0 360.27 √ Two tracks existing. No work needed.
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Proposed Project operations include the use of both tracks of the double track railroad for freight and 

passenger service.18 With regard thereto, it is important to note that the proposed system has been 

designed taking into account the current freight system operating at increased traffic levels due to the 

projected growth in intermodal traffic from the ports of Miami and Fort Lauderdale, as well as projected 

growth in manifest traffic from South Florida. 

As noted in Section 1.1, Introduction, and Section 1.2, Project History and Project Area, freight traffic 

volumes in the FEC corridor peaked in 2006, and growth of freight volumes from current levels is 

expected but that growth will be different as a result of the increasing trend to move freight through 

intermodal means. FECR, which uses the FEC corridor, is in a position to benefit from this trend due to 

its unique geographic position as a linear, coastal and largely point-to-point railroad, with direct and 

exclusive access to two major ports at its southern end (Port of Miami and Port Everglades) and a direct 

interchange with two major Class I railroads (NS and CSX) at its northern end. Since 2006, major 

intermodal investments have been made to both Port Everglades and the Port of Miami. FECR has 

exclusive rail access to these port facilities. The expanded freight market will largely be intermodal 

traffic. Port Everglades and the Port of Miami are both expecting increased container/intermodal 

volumes when the widening of the Panama Canal is completed. The expected increase in freight traffic 

will likely require longer freight trains, and some additional freight trains.

In the design of the Project, the operation of additional freight trains has been assumed in the fixed 

plant improvements (e.g., track, signals, etc.) to accommodate future freight growth. Further, the 

infrastructure capacity necessary to accommodate the future projected freight growth by FECR has been 

incorporated into the facilities planned to be provided for the Project. The AAF capacity model runs 

have assumed operation of additional freight trains to accommodate the future freight growth, and 

these capacity improvements are aimed at keeping the freight service operating at its on-time level, in 

addition to providing a high degree of reliability for the AAF passenger service. Expanded track and 

signal infrastructure are being provided to achieve these goals. Further, one new dispatch district is 

planned between Miami and West Palm Beach for the unified control of the tracks for both freight and 

passenger services. 

The likely routing for passenger train operations will be along the most tangent (straight) track segments 

in order to maintain attractive travel time. Dispatchers will also control freight train movement, and the 

added fixed facilities (e.g., double track, crossovers, etc.) will allow freight operations to continue 

without impact by the introduction of the passenger service. With a station stop in Fort Lauderdale, and 

the added track facilities that will be in place, the joint operating of freight and passenger service is 

compatible. FECR dispatchers will direct freight trains on the most expeditious route to keep them 

moving and on-time, while allowing for the faster passenger trains to continue to operate at their higher 

speed and with few, if any, diverging moves en route. The faster passenger trains will generally be 

 

18 For purposes of the noise and vibration analysis set forth in this EA, the railroad centerline of the FEC corridor was used to model the Project, 

such that the analysis completed takes into account all possible impacts from both freight and passenger rail traffic, regardless of whether such 

rail traffic would exist on the current tracks within the FEC corridor, or on the new tracks being proposed as part of the Preferred Build System

Alternative. The background noise levels and impacts from the No-Build Alternative and Preferred Build Project Alternative detailed in Section 

3.1.7 do not change in any perceptible manner on account of variances in distance that might only change by 7 feet or less from the modeled 

distance. In other words, because each track can’t be closer than 7 feet from the modeled distance to possible receptors, the impacts analysis 

set forth in Section 3 takes into account the full effects of the planned utilization of both freight and passenger rail on the existing and new 

tracks within the FEC corridor. 
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routed on the tangent track with the fewest diverging moves, and freight trains will be routed to the 

adjacent track, clearing the way for the passenger trains, while keeping the freight trains moving and ontime.

1.3.3 Proposed Station Description

The Project has been designed with stops in the downtowns and central business districts of West Palm 

Beach, Fort Lauderdale and Miami to meet the expected ridership demands. As more particularly 

described in Section 2, Alternatives, the AAF team evaluated different locations at each of these cities, 

while taking into account the needs for the stations to attract riders by providing a safe, reliable and 

convenient service. For example, in West Palm Beach and Fort Lauderdale, each station location would 

need to accommodate a single, center island (double sided) high-level platform that is 800 feet long and 

35 feet wide. In Miami, the terminal configuration would need to consist of four 1,000-foot-long highlevel revenue platforms plus low-level service platforms. All stations would need to accommodate 

platforms located within the FEC ROW. 

Further, for the West Palm Beach and Fort Lauderdale stations, on-site customer facilities would need to 

be located immediately adjacent to the platform, beyond the boundaries of the railroad ROW, with 

sufficient space to accommodate customer services, including ticketing, a secure waiting area for 

ticketed passengers located in space above the platform, and retail. These locations would also need to 

provide a sufficient area for the design of public space surrounding the station building organized to 

allow for efficient and safe pedestrian circulation and wayfinding, curbside drop-off by private auto, taxi, 

connecting bus and van service, local transit and bicycle parking. Space would also need to be available 

for parking facilities to be located within the area to support the retail provided on site, but the location 

would need to have access to parking facilities in the area in that no dedicated passenger parking would 

be planned for these stations. For the Miami terminal, the station location would need to provide 

convenient, multi-modal connectivity between AAF, Metrorail and Metromover, local and regional bus 

transit, as well as space for ample curbside drop-off, taxi queue, connecting bus and van service, bicycle 

parking, and significant pedestrian connectivity to the terminal facility. 

At each passenger facility, the area would need to be situated and sized in order to allow for the station 

building’s public spaces to be organized around a great hall, with the primary public areas on the ground 

floor consisting of ticket sales windows, self-service ticketing kiosks, concierge and information desk, 

train departure and arrival information, concessions, restrooms and circulation areas and with retail 

space accessible on the ground floor from the great hall. 

Each location would also need to enable the design of stations that reflected the plans for services. For 

example, because the AAF service will be an ‘all reserved service,’ ticketed customers will pass through a 

control gate to gain access to the vertical circulation leading to the secure ‘ticketed passengers only’ 

spaces. In addition to fully climate-controlled, comfortable seating areas, AAF will provide concessions, 

restrooms, and a dedicated lounge for Business Class (first class) passengers, including WiFi internet 

service, and complimentary light snacks and beverages. In all cases, passengers will not be allowed 

access to the station platforms until approximately 4 or 5 minutes before departure of an arriving train. 

Train departure and arrival information will be electronically updated both in the public 

ticketing/information area, as well as in the secure waiting room and Business Class lounge. Access to 
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the platform will be provided by means of two escalator/stair pairs and ADA compliant elevators, 

controlled by an AAF usher in the secure waiting room.

Further, as the floor height of the train cars will be the same height as the platform, the entire train will 

have ‘level boarding’, with no steps required. The entire train will conform to full ADA access 

compliance requirements. Additionally, to provide easy and safe train boardings and deboardings – and 

to minimize the dwell time at stations –passengers will be distributed evenly along the platform. When 

AAF passengers purchase their tickets, they will select their seat, similar to the experience of airline 

passengers today. Along with each seat assignment, the tickets will indicate a number that coordinates 

with large numbering on each coach door location along the platform where the customer should wait 

to enter the train. These large numbers will be also affixed along the platform edge to assist with 

wayfinding. Uniform consistency of the AAF trainsets will simplify this procedure, and give comfort to 

passengers that they have confirmed seating, and exactly where it will be.

Conceptual plans for the stations are provided in Appendix B. As those plans describe, certain at-grade 

crossing closures will be required at existing grade crossings to accommodate proposed platforms. At 

each such location, the at-grade crossing to be closed affects a local street rather than a major state or 

federal thoroughfare. Further, at each such location, the crossing closure will not result in dead-end 

conditions that would negatively impact local circulation because the availability of alternative routes in 

close proximity to the proposed crossing closures will result in minimal changes to the existing traffic 

patterns. Further, access to existing properties is not anticipated to be negatively affected by the 

proposed crossing closures.

1.3.4 Proposed Vehicle Maintenance Facility:

The Project would exclusively utilize the existing FECR Vehicle Maintenance Facility (VMF) in Fort 

Lauderdale. Freight maintenance does not take place at the existing FECR VMF and only 24/7/365 

intermodal operations take place there today. These intermodal operations would be shifted to the 

state-of-the-art FECR Intermodal Container Transfer Facility (ICTF) at Port Everglades (Port) being 

constructed from 2012-2014. See ICTF Renderings, Figure 1-3.6.

The ICTF shall be a new public–private partnership facility consisting of approximately 42.5 acres within 

the Port facility. No federal funding shall be provided for the ICTF project. Instead, funding for the 

project is provided by FECR, FDOT, a loan from the State Infrastructure Bank and a 30 year lease and 

operating agreement with Broward County. The ICTF at the Port will be used to transfer international 

containers between ship and rail within the Port instead of having trucks haul the containers to and 

from off-port rail terminals. The ICTF will include separate gate entrances for the domestic and 

international intermodal operations. The ICTF will accommodate wide span or equivalent cranes to 

quickly transfer containers to and from railcars, allow for building of 9,000 loot long trains, 18,000 feet 

of working track; provide adequate storage for trailers, reefer cargos, and containers; and allow 

throughput of up to 400,000 twenty-foot equivalent units (TEU’s) annually. The ICTF project also 

includes a double track spur from the FECR mainline to the ICTF which will run under the Ellard Drive 

overpass. Construction on the overpass began during the summer of 2011. These new rail tracks expand 

into six working tracks totaling approximately 18,000 LF, which will accommodate a train up to 9,000-LF. 
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Positive environmental benefits are expected in that the ICTF project will result in the reduction of truck 

traffic on local roadways, including a reduction in Route 84 highway congestion. FDOT’s environmental 

staff reviewed and approved the commencement of the proposed ICTF project. 

Figure 1-3.6

ICTF Renderings
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1.4 Statement of Purpose and Need

As described in Section 1.1, Introduction, the purpose for the Project is to address South Florida’s 

current and future needs to enhance the transportation system, improve air quality, create jobs, provide 

a transportation alternative for millions of Floridians and tourists, and support economic development 

by: 

 Returning the existing FEC corridor to a dual-track system to allow for the restoration of fast, 

dependable and efficient passenger service within Southeast Florida; and

 Implementing a privately owned, operated, and maintained intercity passenger rail service that 

will connect downtown West Palm Beach to downtown Miami, with one stop in downtown Fort 

Lauderdale. 

Through the Project, AAF plans to enhance mobility and improve safety in the region and along the I-95 

corridor by reintroducing passenger rail service to the area between downtown West Palm Beach and 

downtown Miami with one stop in downtown Fort Lauderdale. The development of this Project will 

provide a transportation solution for millions of Floridians and tourists, with revenue service for 

passenger operations projected to begin before the end of 2015.

In December 2005, FDOT initiated the South Florida East Coast Corridor Transit Analysis (SFECCTA) study 

and, in June 2010, the South Florida East Coast Corridor (SFECC) Purpose and Need statement was 

prepared by Gannett Fleming in June 2010.19 The SFECC study area fully encompasses the FEC corridor 

within which the Project is proposed. As provided in that document with regard to the SFECC study 

area, there is a fundamental need for a transportation solution within the FEC corridor for the following 

key issues:

 Increased Population and Employment: Southeast Florida has been growing rapidly due to 

immigration and high birth rates and is expected to continue to grow in the foreseeable future. 

By 2030, the number of households in the study area is projected to increase by 36% compared 

to 28% for the overall tri-county region. Population will increase even more with a 34% growth 

in the region and 46% in the study area, bringing total population within one mile of the FEC 

corridor to over one million by 2030. Employment is also expected to grow faster in the study 

area than in the region as a whole, with a 29% increase in the SFECC study area compared to 

26% for the region. Automobile ownership and vehicle miles traveled (VMT) are expected to 

increase even more dramatically than population.

 Highway Capacity and Traffic Congestion: Existing north-south highways in southeastern 

Florida, such as I-95 and US 1, are severely congested today and, as growth takes place, this 

congestion is expected to get more severe. While the population is expected to increase by 28% 

by 2030, and highway traffic volume is projected to grow by 35%, the planned increase in 

 

19 See Appendix D.
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highway capacity is only 19%. The entire region is built-out, making the addition of capacity on 

existing highways extremely impactful and costly. The volume of traffic and the number of lanes 

on these facilities results in an elevated number of traffic accidents. These incidences lead to 

delay and decreased safety and make travel time unpredictable for roadway users.

 Sustainable Economic Development and Land Use: ... Investment in premium transit, along with 

new land use and zoning regulations for increased density and mixed use could be expected to 

help attract redevelopment to these areas. Without additional premium transit service, 

however, these higher densities may not be realized because the road network is already 

congested and cannot accommodate the increased travel demand created by denser 

development.

 Transit Service Deficiencies: The local buses that run throughout the study area are slow due to 

traffic congestion and frequent stopping patterns. The average travel speed of local buses is 11 

to 16 mph, which is not competitive with the automobile. This limits local bus ridership to 

transit-dependent customers and short trips. [Miami-Dade, Broward and Palm Beach Counties] 

... are connected in a limited fashion by slow, local bus routes and most travel is carried out by 

automobile.

 Large Transit-Dependent Populations: Large transit-dependent populations in each of the three 

counties are located within the study area. Increased mobility options are needed to improve 

the ability of this population to travel to jobs, education, healthcare and leisure activities and 

improve their opportunities for economic advancement and their quality of life...

20

The proposed Project will provide a solution to the foregoing needs by presenting an option for an 

approximately 70-mile corridor with independent utility that would, at a minimum, serve the following 

purposes:

 Provide an efficient transportation alternative that addresses highway congestion and current 

and future travel demand between major South Florida cities through an additional choice in 

travel modes between West Palm Beach, Fort Lauderdale and Miami; 

 Reduce highway maintenance costs and capacity needs;

 Reduce accident rates; 

 Reduce greenhouse gas emissions by providing a “green” alternative to automobile and airplane 

travel;

 Provide a non-invasive, time-advantageous travel option that does not exist today;

 Reduce the cost of travel delays and delay-related costs to users associated therewith;

 Create new transit oriented community development opportunities along the corridor, 

improving land use benefits;

 Create opportunities for increasing property values, and to generate new tax revenues that can 

be used for local public programs;

 

20 Id., at 22-23.
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 Create more than 1,200 new construction jobs and hundreds of new permanent jobs, which is 

needed in these areas, see Figure 1-4.1; and 

 Minimize environmental impacts and maximize environmental benefits. 

Passenger rail is a national transportation priority. President Obama has emphasized the national need 

to develop passenger rail. Transportation Secretary LaHood likewise has stated that:

It will seamlessly integrate large metropolitan communities and economies through a safe, 

convenient and reliable transportation alternative. It will ease congestion on our roads and at 

our airports. It will reduce our reliance on oil as well as our carbon emissions. And it will 

provide a much-needed boost to America's hard-hit manufacturing sector during a time of 

economic struggle.21

 

21High-speed-rail will be our generation’s legacy, The Orlando Sentinel, (Dec. 19, 2010), available at 

http://articles.orlandosentinel.com/2010-12-19/news/os-ed-high-speed-rail-121910-20101217_1_high-speed-railhigh-speed-rail-national-transportation-network. 

0.00%

2.00%

4.00%

6.00%

8.00%

10.00%

12.00%

14.00%

June 2012 June 2011 June 2010 June 2009 June 2008

Broward 7.70% 9.60% 9.40% 9.30% 5.30%

Miami-Dade 10.30% 12.40% 12.90% 12.70% 6.20%

Palm Beach 9.20% 11.20% 11.50% 10.90% 6.50%

Florida 9.00% 10.90% 11.20% 10.70% 6.20%

National 8.40% 9.30% 9.40% 9.50% 5.60%

Unemployment Rate

Figure 1-4.1

Historic Unemployment Rates (2008 - 2012)

County, State, and National 
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This national commitment to developing a passenger rail network is reflected in FRA’s High-Speed Rail 

Strategic Plan.22 The Plan explains that the benefits of passenger rail include the creation of “[s]afe and 

efficient transportation options,” the promotion of “[e]nergy efficiency and environmental quality,” and 

the development of more “[i]nterconnected livable communities.”23 Importantly, the High Speed Rail 

Strategic Plan recognizes that the development of such a network can be greatly facilitated by building 

infrastructure on existing rights of way.24 Because the Project would involve investment on an existing 

right-of-way, it would advance our national passenger rail strategy.

1.5 FRA Decision 

This study is being conducted in compliance with the National Environmental Policy Act of 1969 (42 

U.S.C. §4332) (NEPA) to maintain the ability to apply for a loan under the Railroad Rehabilitation and 

Improvement Financing (RRIF) Program pursuant to 49 CFR Part 260. NEPA requires federal agencies to 

consider the impacts of their actions on the human environment and to disclose such impacts in a public 

document. The NEPA process is intended to ensure that public officials consider the environmental 

consequences of proposed actions (40 C.F.R. § 1500.1).

The purpose of this environmental assessment (EA) is to provide the FRA, reviewing and cooperating 

agencies, and the public with information to assess alternatives that will meet the Project’s stated 

purpose and need and to outline the potential environmental impacts and potential 

avoidance/mitigation measures associated with the proposed Project alternatives. This EA serves as the 

primary document to facilitate review of the proposed Project by federal, state and local agencies and 

the public.

Agencies prepare EAs to determine whether to prepare an Environmental Impact Statement (EIS) or a 

Finding of No Significant Impact (FONSI).

1.6 Connected Actions 

The Project proposes construction of new passenger rail stations in the CBDs of the cities of West Palm 

Beach (Palm Beach County), Fort Lauderdale (Broward County) and Miami (Miami-Dade County). The 

following is an overview of the proposed development in association with these stations:

 West Palm Beach Station

o Station Retail: 10,000 square feet (sq. ft.) 

 Fort Lauderdale Station

o Station Retail: 10,000 sq. ft. 

 

22For the complete report, see http://www.fra.dot.gov/downloads/rrdev/hsrstrategicplan.pdf. 

23Id. at 2-3. 

24See id.at 3. 
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 Miami Station

o Station Depot: 60,000 sq. ft.

o Station Retail: 30,000 sq. ft.

o TOD Retail: 75,000 sq. ft.

o TOD Office: 300,000 sq. ft.

o TOD Hotel: 200 Rooms

o Residential: 400 Units

o Parking: 1,050 spaces, approximately

The following discussion describes the manner in which the needs of each location are satisfied by 

adequate service in the area. 

1.6.1 West Palm Beach Station Locations

Proposed Program

The two alternatives retained for analysis for the passenger station in the downtown area of the City of 

West Palm Beach would include the following uses within the fully developed urban area with all 

standard utility and service provisions generally available for the proposed development:

Station Depot: 30,000 sq. ft.

Accessory Retail: 10,000 sq. ft.

Potable Water

Both analyzed alternatives are located within an area served by the City of West Palm Beach utility 

system, which independently operates its own potable water plant. The subject area is served by water 

mains throughout the city, but, more particularly, by a 16-inch water main running along South 

Quadrille Boulevard. This area has all interconnected mains which ensure adequate fire-flow and 

domestic water service pressures for the Project. The proposed development program will generate 

approximately 2,500 gallons per day of water demand. 

Future demand is anticipated through a “10 year Water Supply Facility Work Plan” as described in 

Appendix C. This plan incorporates future projected demand for undeveloped properties in the City, 

anticipated population growth projections, and increased commercial water demands. The 10 Year 

Water Supply Facility Work Plan reflects the City’s Annual Allocation of water at 14,346 Million Gallons 

per Year (MGY). The 2012 annual demand is projected at 11,958.44 MGY, and the 2013 anticipated 

demand is 12,267.89. As such, the City anticipates a surplus water supply ranging from 1,950.36 MGY in 

2013 to 553.68 MGY in 2018. These documents indicate that the impact of the proposed Project can be 

absorbed by the current capacity.
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Sanitary Sewer

Both analyzed alternatives are located within an area served by the City of West Palm Beach utility 

system which has 8-inch gravity lines that are located within all the major roadways alongside the 

subject property. These gravity sewer lines are inter-connected to several pump stations throughout 

the area. The pump stations are connected by a 20-inch force main that leads to the City’s East Central 

Regional Water Reclamation Facility. The proposed development program will generate approximately 

2,500 gallons per day of sewage discharge. The current capacity of the facility is 64 million gallons of 

wastewater per day, of which 21.5 million gallons per day is currently available. The City’s 

Comprehensive Plan requires that the City maintain capacity to meet future demands for a least a 10-

year planning horizon, as described in Appendix C. These documents indicate the impact of the 

proposed Project can be absorbed by the current capacity.

Solid Waste

Both analyzed alternatives are located within the City of West Palm Beach, which requires that 

commercial developments contract for private solid waste retrieval. All trash “pick-up” and delivery 

providers utilize the Solid Waste Authority (SWA) of Palm Beach County. The SWA maintains various 

landfills in Palm Beach County to handle solid waste disposal. The SWA also operates a solid waste-toenergy power generating plant, and maintains a state of the art recycling facility. The Annual SWA 

Capacity letter (see Appendix C) provides that, as of September 30, 2011, the landfill had an estimated 

“29,179,846 cubic yards of landfill capacity remaining.” The planning forecast notes that the available 

capacity will be sufficient through the year 2047. These documents indicate that the impact of the 

proposed Project can be absorbed by the current capacity.

Electrical Systems

Both analyzed alternatives are located within an area served by Florida Power and Light (FPL) currently 

provides electrical power service to the entire Palm Beach County region. The existing FPL substation, 

located between Datura and North Clematis Streets at the intersection of the FEC rail line, will serve the 

Project. The main service for the site is routed through aboveground distribution lines adjacent to the 

analyzed alternatives. These FPL facilities will serve the proposed Project.

Public Safety and Security

Fire Safety

Both analyzed alternatives are located within the City of West Palm Beach, which operates its own 

independent Fire and Rescue department. The downtown area, encompassing all proposed station 

locations, is served by Fire Station #1. The station is located at the intersection of North Dixie Highway 

and 4th Street. This facility will serve the proposed Project.
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Police

Both analyzed alternatives are located within the City of West Palm Beach, which maintains an 

independent police force. The police headquarters are located at 600 Banyan Boulevard, in the 

immediate downtown area. This location is within 1⁄2 mile of all proposed station locations. This facility 

will serve the proposed Project.

1.6.2 Fort Lauderdale Station Locations

Proposed Program

The two alternatives retained for analysis for the passenger station in the downtown area of Fort 

Lauderdale would include the following uses within the fully developed urban area with all standard 

utility and service provisions generally available for the proposed development: 

Station Depot: 30,000 sq. ft.

Station Retail: 10,000 sq. ft.

Potable Water

Both analyzed alternatives are located within an area served by the City of Fort Lauderdale Public Works 

Department’s water utility system which has a 16-inch water main line that runs along Broward 

Boulevard for the entire frontage of the northern station option property. The main is interconnected 

to a 12-inch water main which runs north and south along Brickell Avenue and serves the southern 

station option. This area has all interconnected mains which ensure adequate fire-flow and domestic 

water service pressures for the Project. The proposed development program will generate 

approximately 2,500 gallons per day of water demand. Based on the last Water Use Permit report 

prepared by the City, the utility has an available capacity of 38 million gallons per day (MGD) of water 

from the treatment plants. These documents indicate that the impact of the proposed Project can be 

absorbed by the current capacity.

Sanitary Sewer

Both analyzed alternatives are located within an area served by the City of Fort Lauderdale Public Works 

Department’s water utility system, which has 10-inch gravity lines that are located within all the major 

roadways alongside the subject properties. These gravity sewer lines are inter-connected to several 

pump stations throughout the area; the pump stations are connected by a 16-inch force main that leads 

to the City’s G. T. Lohmeyer regional sewage treatment plant. The proposed development program will 

generate approximately 2,500 gallons per day of sewage discharge. Based on the wastewater treatment 

plant FDEP Operating Permits prepared by the City, the plant has an available capacity of 55.7 million 

gallons per day (MGD) of treatment of which 18.7 MGD are available for new projects. These 

documents indicate that the impact of the proposed Project can be absorbed by the current capacity.
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Solid Waste

Both analyzed alternatives are located within the City of Fort Lauderdale, which requires that all 

commercial developments contract for private solid waste pick-up. There are various companies that 

provide this service and they utilize the Broward County Solid Waste and Recycling Services 

Department’s landfill system. Based on the planning forecast, which includes the accommodation of 

reasonable growth for the County, the Southwest Regional landfill has current capacity until 2035 , in 

light of the last annual report. These documents indicate that the impact of the proposed Project can be 

absorbed by the current capacity such that the Project can utilize the landfill without causing it to 

surpass its capacity.

Electrical Systems

Both analyzed alternatives are located within an area served by Florida Power and Light (FPL), which 

currently provides electrical power service to the entire Broward County region. The existing FPL 

substation, located at Northwest 6th Avenue and just north of Northwest 4th Street will serve the Project. 

The main service for the sites is routed underground from a vault located at Northwest 2nd Street and 

Brickell Avenue on the North site and an underground vault located at SW 1st Avenue and West Las Olas 

Boulevard. These FPL facilities will serve the proposed Project.

Public Safety and Security

Fire

Both analyzed alternatives are located within an area served by the City of Fort Lauderdale Fire 

Department, which provides fire protection, emergency and non-emergency medical services for the 

Fort Lauderdale station location. In case of a fire or medical emergency, first response will come from 

Station #2 located at 528 NW 2nd Street. Additional and back-up response will be provided by Station 

#46 located at 1121 NW 9th Avenue. Response time from the Fire Department to the Project is within 

acceptable limits. These facilities will serve the proposed Project.

Police

Both analyzed alternatives are located within an area served by the City of Fort Lauderdale Police 

Department, which provides emergency response service to the properties and the entire area is 

patrolled by the department’s District 1 and District 3 stations. The Fort Lauderdale Police Department 

Headquarters is located at 1300 W. Broward Boulevard approximately less than one mile from the 

proposed sites. These facilities will serve the proposed Project.
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1.6.3 Downtown Miami Station Locations

Proposed Program

The two alternatives retained for analysis for the passenger station in the downtown area of Miami 

would include the following uses within a fully-developed urban area with all standard utility and service 

provisions generally available for the proposed development: 

 Station Depot: 60,000 sq. ft.

 Station Retail: 30,000 sq. ft.

 TOD Retail: 75,000 sq. ft.

 TOD Office: 300,000 sq. ft.

 TOD Hotel: 200 Rooms

 Residential: 400 Units

Potable Water

Both analyzed alternatives are located within an area served by the Miami Dade Water and Sewer 

Department’s (MDWASD) utility system which has a 12-inch water main line that runs along NW 1st Ave 

for the entire length of the property. This water main is inter-connected to a 30-inch water main line on 

the north side of the property and to a 20-inch water main on the southern portion of the property, 

which ensures adequate fire-flow and domestic water service pressures for the Project. The proposed 

development program will generate approximately 110,000 gallons per day of water demand. Based on 

the last Water Use Permit report prepared by MDWASD (see Appendix C), the utility has an available 

capacity of 284.40 million gallons per day (MGD) of water from the treatment plants. These documents 

indicate that the impact of the proposed Project can be absorbed by the current capacity.

Sanitary Sewer

Both analyzed alternatives are located within an area served by the Miami Dade Water and Sewer 

Department’s (MDWASD) utility system, which has 8-inch gravity lines that are located within all the 

major roadways alongside the subject property. These gravity sewer lines are inter-connected to 

several pump stations throughout the area, which pump stations are connected by a 60-inch force main 

that leads to the MDWASD central sewage treatment plant located on Virginia Key. The proposed 

development program will generate approximately 110,000 gallons per day of sewage discharge. Based 

on the wastewater treatment plant FDEP Operating Permits prepared by MDWASD, the central plant 

has an available capacity of 143 million gallons per day (MGD) of treatment of which 29.75 MGD are 

available for new projects. These documents indicate that the impact of the proposed Project can be 

absorbed by the current capacity.
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Solid Waste

Both analyzed alternatives are located within the City of Miami, which requires that all commercial 

developments contract for private solid waste pick-up. There are various companies that provide this 

service and they utilize the Miami-Dade County Public Works and Solid Waste Department’s 

(MDPWWM) landfill system. Based on the planning forecast, the South Dade landfill has current 

capacity to fill projected needs until 2020 (based on their last annual report). The County is currently 

undergoing an evaluation of the Solid Waste Master Plan, which includes the use of new available 

private landfills, which have available capacity until 2060. The proposed Project can be absorbed by the 

current available capacity such that the Project can utilize the landfill without causing it to surpass its 

capacity.

Electrical Systems

Both analyzed alternatives are located within an area served by Florida Power and Light (FPL), which 

currently provides electrical power service to the entire Miami-Dade County region. The existing FPL 

substation, located at Southwest 2nd Avenue and Southwest 3rd Street, will serve the Project. The main 

service for the site is routed underground from a vault located at Northwest 2nd Street and NW 1st

Avenue. These FPL facilities will serve the proposed Project.

Public Safety and Security

Fire

Both analyzed alternatives are located within an area served by the City of Miami Fire Department, 

which provides fire protection, emergency and non-emergency medical services for the Miami station 

location. In case of a fire or medical emergency, first response will come from Station #1 located a 

quarter of a mile east of the site at 144 NE 5th Street. Any additional and back-up response will be 

provided by Station #3 located at 1103 NW 7th Street and Station #2 located at 1901 N. Miami Avenue. 

Response times from the Fire Department to the Project are within acceptable limits. These facilities 

will serve the proposed Project.

Police

Both analyzed alternatives are located within an area served by the City of Miami Police Department 

(MPD) and the entire area is patrolled by the MPD’s central district. The Miami Police Headquarters is 

located at 400 NW 2nd Avenue, approximately one block from proposed station location. Response 

times for any police related calls are within acceptable limits. These facilities will serve the proposed 

Project.
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1.7 Potentially Applicable Regulations and Permits 

 The Coastal Zone Management Act of 1972 (16 USC 1461)

 The Endangered Species Act of 1973, 16 U.S.C. § 1531 et seq. 50 CFR 17

 The Magnuson-Stevens Fishery Conservation and Management Act 16 U.S.C. § 1801 et seq.,50 

CFR part 600

 The National Environmental Policy Act of 1969, 42 USC § 4321 et seq.

 Sections 401, 402 and 404 of the Clean Water Act, 33 USC § 1251 et seq.

 Sections 9 and 10 of the Rivers and Harbors Act of 1899, 33 USC § 401

 Section 106 of the National Historic Preservation Act of 1966, as amended, 16 USC § 470 et seq.

 Section 4(f) of the U.S. Department of Transportation Act of 1966, 49 USC § 303

 Section 6(f) of the Land and Water Conservation Act of 1965, 16 USC § 460

 Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended, 

42 USC § 61

 Executive Order 11988, Floodplain Management, 42 FR 26951 (May 24, 1977)

 Executive Order 11990, Protection of Wetlands, 42 FR 26961, (May 24, 1977)

 Executive Order 12898, Federal Actions to Address Environmental Justice in Minority

Populations and Low-Income Populations, 59 FR7629 (February 11, 1994)

 Executive Order 13166, Improving Access to Services for Persons with Limited English

Proficiency, 65 FR 50121 (August 11, 2000)

 Federal Railroad Administration Procedures for Considering Environmental Impacts, 64

FR 28545 (May 26, 1999) and 49 CFR Part 260.35

 Council on Environmental Quality (CEQ) Regulations for Implementing the National 

Environmental

Policy Act, 40 CFR parts 1500-1508

 Use of Locomotive Horns at Highway-Rail Grade Crossings; Final Rule, 49 CFR parts 222 and 229.

Permitting requirements imposed by local regulatory agencies will also need to be considered. These 

may include requirements mandated by local building, fire, health, and environmental departments and 

typically include zoning reviews and approvals, building permits, fire and health department approvals, 

and environmental reviews. Municipalities with jurisdiction include Palm Beach County, Broward County 

and Miami-Dade County, as well as the City of West Palm Beach, the City of Fort Lauderdale and the City 

of Miami. Table 1-7.1 summarizes some of the additional agencies and entities from which permits 

and/or approvals may be required.
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Table 1-7.1

Potential Permits

Permit/Approval Agency 

Section 401, CWA SFWMD

Section 404 Permit, CWA USACE

Section 408 Permit, CWA USACE

Bridge Permit USCG

Environmental Resource Permit (ERP) SFWMD

Right-of-way Occupancy Permit SFWMD

Water Use SFWMD

National Pollutant Elimination System (NPDES) Permit for Construction FDEP
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2.0 ALTERNATIVES

2.1 Introduction

This section of the EA discusses alternatives developed and considered during the NEPA process. For 

this Project, the alternatives include “system” alternatives for the railway corridor between stations

(including improvements to existing tracks and safety equipment) and “station” alternatives that analyze 

various options for locating stations (and ancillary development) in West Palm Beach, Fort Lauderdale, 

and Miami. See Appendix E for Proposed Track Charts and Typical Sections; see Appendix B for 

conceptual plans for the Proposed Stations. As per NEPA and CEQ guidance, a No-Build Alternative was 

also analyzed and considered.

25

 The No-Build Alternative represents "no change" from current 

conditions and a continuation of the present course of planned and funded actions. This EA separates 

system and station alternatives to simplify the alternatives discussion.

First, however, this Section describes the evaluation criteria developed to identify and consider options 

that satisfy the purpose and need of the Project, including the ability to meet the necessary design 

criteria for each Project component as well as feasibility goals – all while avoiding adverse 

environmental impacts. This evaluation was undertaken following consultation with interested agencies 

and individuals, including local governmental entities, in each of the three counties where the system 

will traverse and the stations are proposed. Through these efforts, one system alternative was 

developed for study and two potential station alternatives were identified for further evaluation in each 

of the following locations: West Palm Beach, Fort Lauderdale and Miami. The following needs were 

critical evaluation factors when considering the identification of alternatives deserving further study:

 Proximity to FEC Corridor and CBDs: The need for sites within existing community development 

districts (CBDs) along the FEC corridor will ensure that all sites considered establish 

opportunities to develop a pedestrian-friendly transportation option providing access to the 

entire population (including the disadvantaged, transit dependent, physically challenged, etc.)

located within major population centers in downtown areas near government buildings with 

available parking and the potential for further development that would serve to optimize 

ridership potential. The EA only considered station locations within existing CBDs to meet these 

Project needs and objectives. The excessive cost, delays and impacts associated with connecting 

station locations outside of CBDs to the FEC corridor made any such sites unfeasible – especially 

when those considerations were coupled with the anticipated lack of ridership associated with 

such sites. 

 Compatibility of Existing Land Use Patterns: The need for locations within areas near 

downtowns with compact development patterns that promote economic redevelopment in a 

manner consistent with local, regional, and state comprehensive plans while also satisfying 

system and station design criteria was recognized as a Project priority to be accommodated.

 Feasibility of Development: The project considered only sites where limited acquisitions would 

be required, and where no residential displacement would result, in areas that would 

accommodate a second main line track necessary for the proposed Project and freight 

 

25 See 40 CFR Section 1502.14(d) (requiring that any analysis of alternatives in an EA "include the alternative of No-Build."). 
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operations, as well as gauntlet tracks through the platform zones for use by periodic high and 

wide freight trains – all while avoiding the creation of no-outlet (a.k.a., dead-end) conditions. 

Further, for the Miami Station, the necessity to maintain railroad infrastructure for continued 

port lead freight operations, as well as the ability to accommodate the passenger rail track, were 

identified as important needs to be addressed.

 Connectivity: The need to identify locations with existing links to other transportation networks

(e.g., major highways, mass transit, etc.), including the potential for interconnection with local 

and regional transit services, as well as the potential for access to major intermodal hubs (e.g., 

airports, seaports, etc.).

In light of the foregoing factors, some alternatives were considered but eliminated from detailed 

analysis, as discussed in Section 2.2, Alternatives Considered but Eliminated from Further Analysis. With 

the foregoing general parameters serving as guiding principles, the following specific criteria were 

established for the analysis of each potential viable alternative for the stations to be incorporated within 

the Project:

Criteria Issues Analyzed

Right-of-way acquisition Whether any significant property acquisitions would be required for the right-ofway

Roadway blockage and/or at-grade 

crossing closures

Whether any street blockage or at-grade crossing closures to accommodate the 

system or proposed platforms would be required and, if so, whether (a) any such 

affected street would be a local street or a major state or federal thoroughfare, 

(b) the anticipated action would impact local circulation adversely, (c) alternate 

routes were located in close proximity to the proposed action so as to result in 

minimal changes to the existing traffic patterns and avoid no-outlet/dead-end 

conditions and (d) access to existing properties would be negatively affected by

the proposed action

Vehicular traffic impact Whether local vehicular traffic would be negatively impacted

Local government plan consistency Whether the proposed development was consistent with local governmental 

plans

Local government support Whether the proposed development was supported by local governments

Ecologically sensitive areas/wetlands Whether ecologically-sensitive areas/wetlands would be impacted

Floodplains 100-yr Whether the alternative would impact the function of the 100-year floodplain

Historic Properties Whether the alternative was within the vicinity of historic properties and, if so, 

whether negative impacts were expected

Noise impacts Whether the alternative would result in increased noise impacts

Vibration impacts Whether the alternative would result in increased vibration impacts

Contamination Whether the alternative would result in major soil disturbance activities resulting 

in negative impacts that could not be addressed through best management 

practices.

Impact to Environmental Justice 

populations

Whether the alternative would result in negative environmental justice impacts.

Parking impacts Whether the alternative would result in negative parking impacts.

Engineering complexity Whether the alternative would require complex design and/or construction work 

that would affect the feasibility of the proposal. 

The alternatives considered in detail are discussed in Section 2.4, System Alternatives, and Section 2.5, 

Station Alternatives. As a result of the alternatives analysis, a recommended alternative was identified 

for detailed study for the system (the “Preferred Build System Alternative”) and each station location

and the vehicle maintenance facility (VMF) (each, the “Preferred Build Station Alternative”), such that 
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this EA presents a recommended alternative for the entire proposed West Palm Beach to Miami Project 

(the “Preferred Build Project Alternative”). The Preferred Build System Alternative is more particularly 

described in Section 2.6.1, and the Preferred Build Station Alternatives are more particularly described 

in Sections 2.6.2 through 2.6.5. Section 3 documents the affected environment and any potential 

environmental consequences that would result from the implementation of the Preferred Build Project 

Alternative. 

2.2 Alternatives Considered but Eliminated from Further Analysis

AAF considered the following system alternatives, and eliminated them from further analysis as being 

unfeasible, based on the issues outlined in Section 2.1 of this document: 

System Alternatives26

 A system that provided full separation of freight and passenger rail on the same at-grade 

corridor: This alternative involves the physical separation of passenger and freight rail on 

the same corridor, which full-separation concept would require compliance with the FRA’s

High Speed and Intercity Passenger rail requirements for a “separate system” that mandate 

physical and operational separations that cannot be accomplished within the 100 ft. right of 

way that exists within the FEC corridor. The alternative was considered and discarded as 

not feasible due to the extensive new track work, bridges, grade crossing widths and 

communication systems and right of way that would be required. A completely separate 

system is estimated to cost approximately $2.5 billion, exclusive of right of way costs, which 

makes this alternative cost-prohibitive because the proposed shared-use alternative 

achieves the Project’s needs and objectives at a lower cost with less environmental 

consequences. The environmental impacts associated with a separate corridor further 

negated this alternative from consideration because such impacts were considered and 

found to be more severe than the shared-use corridor concept. 

 A grade-separated system: This alternative was evaluated and not considered for further 

evaluation because of its potential for significant environmental impacts, the cost and delay 

issues associated with a fully grade-separated system and the inability of the alternative to 

meet the Project’s purpose and needs. A fully grade-separated system would require the 

elimination of at-grade crossings at speeds of 125 mph or more. The proposed Project does 

not require speeds above 110 mph to achieve the Project’s needs and objectives. Because 

the Project does not require this design and because a fully grade-separated system is 

estimated to cost more than $4 billion, it was determined that the economies of a shareduse system outweighed any benefits that might be achieved with a fully grade-separated 

system. Further, the environmental impacts of a fully-elevated system necessary to 

eliminate at-grade crossings can be extensive in urban centers and would require more 

invasive construction work than the work required for the restoration of a second track 

 

26 Alignment alternatives that bypass downtown areas were also eliminated from review because such approaches would fail to meet the 

Project’s goals and objectives, including the need for connectivity to the downtown areas of key station destinations. These alternatives would 

also require the acquisition of extensive new railroad right-of-way, which would make these alternatives cost-prohibitive for consideration. 
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within the existing FEC corridor. Finally, because freight rail service would remain at-grade 

and include grade crossings, the primary benefit of developing a grade-separated system 

would be negated by the realities of the existing utilization of the FEC corridor. 

Station Alternatives

For the stations, only those sites meeting the following essential needs summarized in Section 2.1, 

Introduction, were subjected to further study:

 Proximity to FEC corridor and CBDs;

 Compatibility of Existing Land Use Patterns;

 Feasibility of Development; and

 Connectivity.

Several sites did not meet the established station criteria and were dismissed from further analysis, 

including the options described below:

 West Palm Beach South. Siting an 800-foot long high-level platform close to the City’s CBD 

would physically block the intersection at either Okeechobee Boulevard (a primary arterial route 

from the regional highway network) or Hibiscus Street (a key access road for the City Place retail 

district). These streets were identified as major thoroughfares and it was noted that the 

blockage of these roads would impact local circulation and could impact access to existing 

properties in the area. Further, local entities and authorities expressed opposition to such 

blockage. As such, this alternative was dismissed from further consideration. 

 Miami North At Grade. Siting an at-grade terminal station north of Fifth Street was explored to 

consider an alternative to addressing the existing Metromover alignment. Such a concept would 

require track to share the 100-foot wide FECR port lead ROW on the north side of Eighth Street 

while preserving the track connection to the port. Accommodating 1,000-foot long high-level 

platforms on tangent track within this property was deemed technically unfeasible because the 

required system and station infrastructure could not be accommodated within the site. This 

option would require significant acquisition of additional land for both the ROW and the 

stations, which would be cost-prohibitive for this venture. 

 Miami North Elevated. Siting an elevated terminal station north of Fifth Street, rather than an 

at-grade condition, was explored but also found to be technically unfeasible in that this option 

would significantly increase the cost, delays and risks associated with construction. 

 Miami Below Grade. An underground scheme was explored but dismissed primarily due to 

constructability and cost challenges related to the site’s high water table and buried utilities.

2.3 No-Build Alternative 

The No-Build Alternative, which involves no changes to the transportation facilities within the FEC 

corridor beyond those that have been currently planned and funded, was evaluated as part of this 
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study. Under this scenario, the existing freight operations and maintenance infrastructure by FECR 

would be maintained. Specifically, the No-Build Alternative would maintain FECR’s operations as a 

freight provider within the FEC corridor assuming an annual growth of approximately 5%-7% between 

today and 2016 due to current FECR projects at the Port Miami and Port Everglades, and 3% per year 

after 2016. Routine maintenance, safety improvements and as-needed track work would continue as 

planned. Also, the No-Build Alternative would include future planned and funded roadway, transit, air

and other intermodal improvements within the study area. 

It is important to note that the No-Build Alternative includes future growth in freight service and that 

many of the capacity improvements to the system that are highlighted in this document as part of the 

Project would likely occur over time as part of the No-Build Alternative to accommodate freight growth 

even without the introduction of passenger service.

 

In the absence of passenger service within the FEC corridor, there is no need for stations and stationassociated development. It is assumed that land use development would continue consistent within the 

approved and adopted local comprehensive, master and/or visioning plans of each municipality. For the 

purposes of this analysis, it was also assumed that only planned and funded improvements will be 

completed. As such, the No-Build Alternative consists of:

 The continued vacancy of land and structures in the City of West Palm Beach for which there are 

also no known development initiatives nor any active development applications or building 

permits, including the currently unoccupied 19,000 square-foot distribution warehouse;

 The continued operation of the BCT Central Bus Terminal27 on the northeast corner of Broward 

Boulevard and NW 2nd Avenue at which fifteen bus lines converge; 

 The continued operation of the shopping, dining and entertainment venue that currently exists 

at Las Olas Riverfront, which is not fully occupied; and

 The continued operation of surface-level parking on site in downtown Miami.

The No-Build Alternative would miss an opportunity to connect multi-modal forms of transportation at 

a single site in Broward County, which would improve overall mass transit in the downtown Fort 

Lauderdale area. Thus, the No-Build Alternative does not contribute to the achievement of one 

objective of the City of Fort Lauderdale and Broward County, which includes an innovative transit 

system at its core as a means of creating sustainable development and cleaner, more livable 

communities. In West Palm Beach, the No-Build Alternative would not contribute to that City’s plans to 

both improve mass transit in the area and revitalize an area that would create a connection between 

Clematis Street (downtown’s main street) and shopping and entertainment venue CityPlace. When 

compared with the Preferred Build Project Alternative, the No-Build Alternative would also, over time, 

contribute more significantly to increases in the amount of traffic congestion and, as a result, air 

emissions in all of these areas. 

 

27 The bus terminal may undergo changes, although no established plans have been set forth. Monies have tentatively been allocated for 

future BCT Terminal redevelopment and/or upgrade projects (i.e., a motion to adopt funds from a federal grant was approved by the Broward 

County Commission on October 25, 2011, which included improvements to BCT’s Central Terminal in the amount of $730,359). Further, BCT’s 

2011 Transit Development Plan (TDP) Annual Update reported that redevelopment construction plans for the Central Terminal would possibly 

begin in 2015.
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The No-Build Alternative, therefore, would fail to enhance mobility and stimulate economic 

development along South Florida’s east coast when compared to the Preferred Build Project 

Alternative. The No-Build Alternative would also fail to meet the Project’s purpose and need to provide 

intercity passenger rail service on South Florida’s east coast from Miami to West Palm Beach and fail to 

fulfill the plans of these cities to improve connectivity for intercity and intermodal travel.

Although the No-Build Alternative fails to meet the purpose and need for the Project, it was retained as 

per NEPA and CEQ guidance in order to evaluate potential benefits and impacts associated with the 

proposed action in comparison to taking no action.

2.4 System Alternatives

Several system alternatives that were eliminated from further discussion because they failed to meet 

the Project’s purpose and need (as described in more detail in Section 2.2, Alternatives Considered but 

Eliminated from Further Analysis). Only one system alternative was carried forward for consideration 

for the corridor between stations and includes the addition of, and/or improvement to, existing tracks 

and safety equipment. Specifically, the system included within the Project would begin at MP 299.5, just 

north of the potential West Palm Beach Station sites and would end at MP 365.5 at the Miami Station, 

see Figure 1-3.1. The total system length is 66 miles. The current system ends at MP 365.15 where the 

Port of Miami Lead turns eastward toward the Port. The 66-mile proposed system includes the single 

main, and 18 miles of second track sidings. 

As described in more detail in Section 1.3, Project Description, there are certain minimum requirements 

that would be required by way of infrastructure improvements in order for the Project to be able to be 

completed in a manner that ensures a safe and reliable passenger rail service from West Palm Beach to 

Miami. The FEC corridor provides a location for such infrastructure improvements in a manner that will 

enhance the feasibility of the system and the ridership potential while minimizing or avoiding any 

environmental impacts. The proposed system alternative will return the existing FEC corridor to its prior

dual-track system, allowing for the development and re-introduction of passenger service to Southeast 

Florida. Because AAF has the right to develop passenger rail service within the complete 66-mile route, 

which is entirely privately owned, in place, in use and available, the Project may be completed promptly 

within the existing FEC ROW. Using this existing ROW – on a corridor that was originally designed to 

provide passenger rail service – meets the Project’s purpose and need by reinstating passenger service 

while minimizing any potential environmental impacts of construction.

As shown in Section 3, the planned mainline improvements constitute the restoration of an existing rail 

ROW for passenger operations. These mainline improvements will primarily take place within a

privately-owned corridor that has existed for more than 100 years and has seen heavier freight traffic in 

2006 than the Project’s proposed overall utilization of the FEC corridor – even after taking into account 

the projected growth of freight train operations (see Tables 1-1.1 and 1-1.2).
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The planned improvements for the system component of the Project include the following:

 

 New platforms at each proposed station, a more detailed description appears in Section 2.5 of 

this EA;

 New track sidings at the new stations;

 New track signal controls;

 49.2 total miles of new second main track construction within the existing FEC corridor;

 Upgrades at 134 crossings of the 183 total highway and pedestrian crossings encountered from 

West Palm Beach to Miam on the FEC corridor to enhance safety;

 8.3 miles of siding rehabilitation at the following mile-post locations: Hypoluxo (MP 309), Villa 

Rica (MP 321), Pompano (MP 331), and Ojus (MP 353);

 3 bridges to be rehabilitated to add a second track at the following mile-post locations: MP 

319.55, MP 334.93 and MP 354.51;

 7 bridges to remain single track at the following mile-post locations with #24 Turnouts at each 

end of the bridge to connect second track to single main: MP 304.05, MP 311.45, MP 326.58, 

MP 337.9, MP 338.52, MP 353.74 and MP 356.53; 

 Control work only for New River Bridge at MP 341.26; 

 New approach work in Miami to depart from at-grade construction and transition to an elevated 

section at the proposed terminal in Miami, which elevated section will pass over the Port of 

Miami Lead, Metro Mover and Metro Rail as it approaches the station (MP 364.8 to MP 365.5);

 New #24 Universal Crossovers to be built at MP 351.2 and MP 309.3;

 New #10 Universal crossovers planned for MP 365.2;

 New #24 Crossovers planned at MP 289.8, MP 319.5, MP 321.5, MP 330.5 and MP 332.3; and 

 New #20 Crossovers planned at MP 360.7. 

The specific location of the planned upgrades at 134 crossings of the 183 total crossings encountered 

from West Palm Beach to Miami are detailed in Appendix E-1. Further, the specific locations of the 

bridges included within this system are shown in the Bridge Location Map, Figure 1-3.2. Further, aerial 

photographs of each bridge location are provided in Appendix A, with pictures identifying the three 

bridges where work would need to be performed set forth in Section 1.3. In addition, a summary 

description of the work to be completed at each location is set forth in the Proposed Bridge Work, Table 

1-3.1.

2.5 Station and VMF Alternatives

Station alternatives are defined as those potential locations for developing stations and ancillary 

development needed to support the Project in West Palm Beach, Fort Lauderdale, and Miami. Only 

station locations within existing CBDs were considered in order to meet the Project’s purpose, need and 

objectives. The general design criteria for each of the station locations are more particularly described 

in Section 1.3, Project Description. Further, Section 1.6, Connected Actions, describes the existing land 

use patterns surrounding each site, as well as municipal demands and capacity, all to establish that 

there is sufficient infrastructure to support those needs. 
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The following sections describe the downtown areas of West Palm Beach, Fort Lauderdale and Miami 

and the criteria applied to determine the preferred location in each area in light of the Project’s 

objectives at each site. See Appendix B for conceptual plans for the Proposed Stations. 

2.5.1 Downtown West Palm Beach

Downtown West Palm Beach is a vibrant center and a collection of charming but disconnected 

neighborhoods. The Government Center district in the north is composed of predominantly 

government-related buildings. Immediately south, the Clematis Waterfront district is the city’s historical 

retail corridor. The transitional Quadrille Business District straddles Clematis Street and the CityPlace

mixed-use development extending south to Okeechobee Boulevard. The CBD is situated at the eastern 

end of Okeechobee. The community and elected leaders are working to enhance quality of life for a 

more sustainable and connected Downtown. There is broad support for a downtown passenger rail 

station to serve the West Palm Beach market. 

Following extensive discussions with interested agencies and individuals, including representatives from 

the City of West Palm Beach and Palm Beach County, the following additional planning principles were 

specifically developed for the proposed station within this city’s downtown:

 To reinforce City’s desire to focus economic development energy on the northern part of 

downtown; 

 To create an urban link between Clematis Street and City Place; 

 To spark development in underutilized neighborhoods situated East and West of Quadrille 

Boulevard; and

 To support economic reinvestment in the Clematis Street corridor.

Based on these principles and the guidelines and criteria established in Section 2.1, Introduction, one 

site in West Palm Beach was found to be unfeasible (see, South Option in Figure 2-5.1 West Palm Beach 

Station Alternative Map and discussion in Section 2.2, Alternatives Considered but Eliminated).

Two sites within the City of West Palm Beach were retained after being found to be feasible alternatives

(see North Option and Central Option in Figure 2-5.1 West Palm Beach Station Alternative Map).
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Figure 2-5.1West Palm Beach Station Alternatives Map
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2.5.1.1 West Palm Beach – North

For this site location alternative, the AAF station would be located in the northern portion of downtown,

roughly between Third and Seventh Streets proximate to the 15th Judicial Circuit Courthouse Complex, 

County Courthouse, County Administration Building and City Hall. 

The station’s 800-foot long, 35-foot wide high-level platform would be located well north of Third Street 

because, under this location alternative, the platform must be on a tangent track north of the existing 

mainline curve. This site would take advantage of an uninterrupted stretch of FEC ROW without the 

need for at-grade crossing closures, although it would block NW 7th Street. Because local governmental 

authorities at the City of West Palm Beach have identified NW 7th Street for a circulation improvement 

study, which has not been completed, the effects on traffic and safety associated with this street 

blockage cannot be fully determined at this time and opposition may be encountered. For this reason, 

the need for the blockage of NW 7th Street for this option negatively impacted the analysis. 

The analysis was developed for the station to extend to the east side of the FEC ROW on unimproved, 

publicly controlled properties situated along Quadrille Boulevard including a building parcel with 

frontage on S. Dixie Highway. The two-story station building would face the east. On-site customer 

facilities would include ticketing, secure waiting area for ticketed passengers located in space above the 

platform level, and retail. Parking to support the retail would be provided on site. No dedicated 

passenger parking would be provided on-site because easily-accessible, long-term parking capacity is 

available within a close radius of the station. The use of such existing parking facilities is supported by 

the City of West Palm Beach.

Developing an AAF station on this site would not preclude future commuter rail service on the FEC line, 

whether operated by FDOT or others. At this time, there are no current plans for shared use of the 

station for this purpose, but the design of the station would allow for such development.

While this alternative is furthest from the CBD when compared to the other West Palm Beach 

alternative station sites, the site is attractive because of its proximity to government buildings and its 

ability to reinforce the City’s desire for focused economic development energy on the northern part of 

Downtown. 

2.5.1.2 West Palm Beach – Central

For this site location alternative, the AAF station would be located further south than the north option 

described above, roughly between Clematis Street and Fern Street. The two-story station building 

would be located to the west side of the FEC ROW on privately-controlled property fronting Evernia 

Street, which is currently under contract by AAF’s affiliate. 

On-site customer facilities would include ticketing, secure waiting area for ticketed passengers located 

in space above the platform level, and retail. Parking to support the retail would be provided on site. 

No dedicated passenger parking would be provided on-site because easily-accessible, long-term parking 

capacity is available within a close radius of the station. The use of such existing parking facilities is 

supported by the City of West Palm Beach.
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The north edge of the 35-foot wide center island platform would commence just south of Clematis 

Street and end north of Fern Street. The high-level platform would physically block the intersections at 

Datura and Evernia Streets, thus two at-grade crossing closures would be required due to the short 

block grid. At each such location, however, the street to be affected is a local street rather than a major 

state or federal thoroughfare and the crossing closure is not anticipated to impact local circulation. In 

the existing condition, the availability of alternative routes in close proximity to the proposed crossing 

closures will avoid dead-end conditions and result in minimal changes to the existing traffic patterns. 

Further, the Project may benefit from the development of a frontage road on the west side of the ROW, 

which is supported by the City’s Master Plan where it is noted that “[i]ncentives are offered for the 

dedication of right-of-way (ROW) which will allow for the construction of a new road adjacent to the 

west side of the FEC ROW between Gardenia Street and Clematis Street." In any event, , such a frontage 

road is not required in that access to existing properties will not be affected by the proposed at-grade 

crossing closures. A detailed discussion of the lack of negative traffic impacts of such crossing closures 

appears in Section 3.3.1 Transportation.

Developing an AAF station on this site would not preclude future commuter rail service on the FEC line, 

by FDOT or others. At this time, there are no current plans for shared use of the station for this 

purpose, but the design of the station would allow for such development.

This site is attractive due to its proximity to City Hall, the County Courthouse and County Administration 

Building, and because it would serve as a link between the urban retail corridor of Clematis Street and 

the mixed use district of CityPlace and the CBD. Investment in this area would reinforce the City’s desire 

to focus economic development energy on the northern part of Downtown. The AAF station 

development would also spark economic activity in neighborhoods situated both east and west of 

Quadrille Boulevard. Additionally, this site can provide the most direct and convenient connections to 

the nearby TriRail commuter station via pedestrian walkway and/or shuttle service.
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Table 2-5.1

West Palm Beach – Comparative Analysis

Criteria West Palm Beach Discussion

No-Build North Central

Right-of-way 

acquisition (ac)

0.0 0.0 0.0 Criteria satisfied.

Roadway blockage (#) 0 1 0 Criteria not satisfied in that the effects on traffic and safety associated 

with the blockage of NW 7th Street cannot be fully determined at this 

time and opposition may be encountered, which negatively impacted 

the analysis of the North option

At-grade crossing

closures (#)

0 0 2 Criteria satisfied more appropriately by the Central option in that the 

crossing closures proposed to accommodate the system or proposed 

platforms would affect a local street, would not impact local circulation 

adversely and there are alternate routes were located in close 

proximity to the proposed crossing closures so as to result in minimal 

changes to the existing traffic patterns and access to existing properties 

would not be affected by the proposed crossing closures

Vehicular traffic impact N/A None None Criteria satisfied.

Local government plan 

consistency (y/n)

N/A Y Y Criteria satisfied.

Local government 

support (y/n)

N Y Y Criteria satisfied. Investment in this part of town would reinforce the 

City’s desire to focus economic development energy on the northern 

part of Downtown.

Ecologically sensitive 

areas/wetlands (ac)

0.0/0.0 0.0/0.0 0.0/0.0 Criteria satisfied.

Floodplains 100-yr (ac) 0.0 0.0 0.0. Criteria satisfied.

Historic Properties –

Total (#)

0 3 10 As discussed in more detail in Section 3, the West Palm Beach Central 

Site will have no adverse effect on significant historic resources, based 

on the condition that consultation with SHPO and the local historic 

preservation planning staff will continue through the station design 

process in order to ensure compatibility and appropriate sensitivity to 

the resources within the station locations’ APE. AAF is committed to 

that coordination.

Archaeological sites (#) 0 0 0

Historic districts (#) 0 0 1

Historic buildings (#) 0 2 8

Linear resources (#) 0 1 1

Noise impacts (#) 0 0 0 Criteria satisfied.

Vibration impacts (#) 0 0 0 Criteria satisfied.

Contamination (#) 0 1 1 Criteria satisfied through additional assessment and the use of best 

management practices that will be implemented to avoid impacts to 

potential contaminated soil and/or groundwater from adjacent sites. 

See Section 3.3.6 for a more detailed analysis of these issues.

Impact to 

Environmental Justice 

populations (y/n)

N N N Criteria satisfied.

Parking impacts (y/n) N N N Criteria satisfied.

Engineering complexity 

(H-M-L)

N/A L L Criteria satisfied.
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2.5.2 Downtown Fort Lauderdale

Fort Lauderdale’s urban center has seen a dramatic transformation over the last decade and the City is 

committed to promoting investment and commitments to provide an active and livable Downtown. The 

City is poised to transition from an emerging core into a mature city center with walkable streets, public 

spaces and high-quality buildings. Elected leaders and government staff in the City and Broward County 

are working on multiple cutting-edge initiatives to tackle the serious challenges of traffic, parking, transit 

and infrastructure, among other things. As a result of these realities, there is broad support for a 

downtown passenger rail station to serve the Fort Lauderdale market. 

Following extensive discussions with interested agencies and individuals, including representatives from 

the City of Fort Lauderdale and Broward County, the following additional planning principles were 

specifically developed for the proposed station within this city’s downtown:

 To develop a site that would be able to promote connectivity between AAF passenger rail, 

regional and local buses, WAVE and future commuter rail; and

 To stimulate redevelopment in the south of the downtown area to the riverfront.

Based on these principles and the guidelines and criteria established in Section 2.1, Introduction, two 

sites within the City of Fort Lauderdale were found to be feasible alternatives (see North Option and 

South Option in Figure 2-5.2 Fort Lauderdale Station Alternative Map).
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Figure 2-5.2 Fort Lauderdale Alternatives Map
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2.5.2.1 Fort Lauderdale – North

For this site location alternative, the AAF station would be located north of Broward Boulevard. The 

station’s 800-foot long, 35-foot wide platform would be located north of Broward Boulevard and south 

of NW Fourth Street. The high-level platform would affect one intersection and thus require the atgrade crossing closure at NW Second Street. NW Second Street is a local street rather than a major 

state or federal thoroughfare and the crossing closure is not anticipated to impact local circulation. In 

the existing condition, the availability of alternative routes in close proximity to the proposed crossing 

closure will avoid dead-end conditions and existing traffic patterns may easily be re-routed. Further, 

access to existing properties will not be negatively affected by the proposed crossing closure. A detailed 

discussion of the lack of negative traffic impacts of the closure appears in Section 3.3.1, Transportation.

The station would extend to the east side of the FEC ROW onto the existing Broward Transit Center 

property bounded by Broward Avenue, NW First Avenue and NW Second Street. Along with the County 

and City, AAF would be amenable to discussions regarding the possible joint redevelopment of the 

existing bus terminal site and other sites to accommodate, AAF passenger rail, regional and local buses, 

and future WAVE (light rail) service, but the current Project does not contemplate such development at 

this stage.

Developing an AAF station on this site would not preclude future commuter rail service on the FEC line, 

by FDOT or others. At this time, there are no current plans for shared use of the station for this 

purpose, but the design of the station would allow for such development.

AAF’s on-site customer facilities would include ticketing, secure waiting area for ticketed passengers 

located in space above the platform level, and retail. Parking to support the retail would be provided on

site. No dedicated passenger parking would be provided on-site because easily-accessible, long-term 

parking capacity is available within a close radius of the station. The use of such existing parking 

facilities is supported by the City. 

This site is attractive because of its proximity to the Broward Transit Center, nearby City Hall to the east 

and a nearby State office building to the west. The station would benefit from high visibility frontage on 

Broward Boulevard.

2.5.2.2 Fort Lauderdale – South

For this site location alternative, the AAF station would be located just south of Broward Boulevard and 

north of the existing railroad bridge over the New River. The station would extend to the east side of 

the FEC ROW onto the privately controlled Las Olas Riverfront property. AAF’s on-site customer 

facilities would include ticketing, a secure waiting area for ticketed passengers located in space above 

the platform level, and retail. Parking to support the retail would be provided on site. No dedicated 

passenger parking would be provided on-site. The City supports use of existing parking capacity 

available within a close radius of the station.

This site is attractive because of its proximity to the existing public esplanade along the river. The 

station would benefit from high visibility frontage on Broward Boulevard. No track work would be 

undertaken within 100 feet of the existing bridge and the existing at-grade pedestrian crossing across 
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the FEC tracks would be preserved. To tie into the existing track alignment over the river crossing, the 

station would employ a side platform configuration in lieu of the preferred center-island platform 

described for the Fort Lauderdale-North alternative as well as those alternatives in West Palm Beach. 

The center-island platform is preferred from a safety perspective, among other reasons.

The center-island platform design is safer because it avoids having passengers cross any live tracks. 

Access to the passenger platform is possible only by grade-separated means (via escalators/elevators 

stairs to and from a controlled-access, air-conditioned waiting area). Further, this design ensures that 

ticketed passengers are always located on the correct platform – even if scheduling changes are made to 

inbound or outbound trains. When passengers travel to the center-island platform, there is no 

confusion or question that they are on the correct platform, because all trains in both directions will 

stop at the same center-island platform (on one side or the other). Electronic signage will indicate the 

train number, direction, and destination.

By contrast, at stations with side platforms, passengers often need to ‘scurry’ from a platform on one 

side of the tracks to a platform on the other side of the tracks if a dispatching decision is made for an unscheduled rerouting of a train from one track to the other as it approaches a station with side 

platforms. This situation creates angst among passengers, and can result in passengers taking risks by 

crossing main tracks at unsafe locations. The center-island island platform works to eliminate these 

potential risks and hazards for passengers. 

In addition to the challenge presented by this site for the platform design, this site is also challenging in 

that it fails to satisfy a critical criterion because the 800-foot long high-level platforms would result in 

the possible blockage and/or at-grade crossing closure of one major intersection: either Broward 

Boulevard or SW Second Street. Closing the at-grade crossing at Broward Boulevard would not be a 

viable option because it is a major connector to I-95 and the principle feeder to the proposed station 

and the balance of downtown Fort Lauderdale. Closing the at-grade crossing at SW Second Street would 

also be problematic because it connects the CBD to the east of the FEC corridor to important sites on 

the west of the FEC corridor, including the historic areas of the City and the local performing arts center. 
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Table 2-5.2

Fort Lauderdale – Comparative Analysis

Criteria Fort Lauderdale Discussion

No-Build North South

Right-of-way 

acquisition (ac)

0.0 0.0 0.0 Criteria satisfied.

Roadway blockage 

(#)

0 0 1 Criteria possibly not satisfied in that the effects on traffic and safety associated 

with the possible blockage of SW 2nd Street cannot be fully determined at this 

time and opposition may be encountered, which negatively impacted the analysis 

of the South option

At-grade crossing 

closures (#)

0 1 1 Criteria satisfied more appropriately by the North option in that the at-grade 

crossing closures proposed to accommodate the system or proposed platforms 

would affect a local street, would not impact local circulation adversely and there 

are alternate routes were located in close proximity to the proposed crossing 

closures so as to result in minimal changes to the existing traffic patterns and 

access to existing properties would not be negatively affected by the proposed 

crossing closures. By contrast, the proposed at-grade crossing closure for the 

South option would affect the only local connection between the downtown CBD 

and important sites, including the historic areas of the City and the local 

performing arts center.

Vehicular traffic 

impact

N/A None None Criteria satisfied.

Local government 

plan consistency 

(y/n)

N/A Y N Criteria satisfied for the North option.

Local government 

support (y/n)

N Y N Criteria satisfied for the North option.

Ecologically 

sensitive 

areas/wetlands (ac)

0.0/0.0 0.0/0.0 0.0/0.0 Criteria satisfied.

Floodplains 100-yr 

(ac)

0.0 3.0 3.7 Criteria satisfied more satisfactorily for the North option.

Historic Properties 

–Total (#)

0 7 8 As discussed in more detail in Section 3, the Fort Lauderdale Site will have no 

adverse effect on significant historic resources, based on the condition that 

consultation with SHPO and the local historic preservation planning staff will 

continue through the station design process in order to ensure compatibility and 

appropriate sensitivity to the resources within the station locations’ APE. 

Archaeological sites 

(#)

0 0 1

Historic districts (#) 0 1 1

Historic buildings 

(#)

0 5 5

Linear resources (#) 0 1 1

Noise impacts (#) 0 0 0 Criteria satisfied.

Vibration impacts 

(#)

0 0 0 Criteria satisfied.

Contamination (# 

High or Med)

0 0 0 Criteria satisfied.

Impact to 

Environmental 

Justice populations 

(y/n)

N N N Criteria satisfied.

Parking impacts 

(y/n)

N N N Criteria satisfied.

Engineering 

complexity (H-M-L)

N/A L L Criteria satisfied.
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2.5.3 Downtown Miami 

Each alternative for Miami’s downtown station would be located on a multi-block, nine-acre site owned 

by AAF’s affiliate. This site was the location of the original Florida East Coast Miami Station built by 

Henry Flagler. See Figure 2-5.3, Historic Photograph of the Florida East Coast Miami Station.

Figure 2-5.3 Historic Photograph of the Florida East Coast Miami Station

(Circa 1920s with the Courthouse Visible to the Right Background of the Photograph; Photograph Courtesy of Florida Memory).

The site is centrally situated at the heart of the City’s Government Center district, an area characterized 

by a concentration of City, County, State and Federal government facilities, as well as cultural and civic 

uses. The Overtown neighborhood is located to the north of the site, and the Flagler Street retail 

corridor is to the south.

The area today possesses strong transit connections to the north and south (there are two Metrorail 

stations) and excellent connectivity with other destinations in downtown (there are two Metromover 

stations) plus multiple convenient and well-used bus routes. However, rather than a large urban design 

gesture that creates a sense of an intermodal gateway that one would expect for a city like Miami, there 

is currently a proliferation of surface parking lots. The station site currently is used exclusively for 

parking. As a result, the area lacks a public realm, and there is little character-defining identity to the 

neighborhood. Privately-held property around the station site is under-utilized, and there is insufficient 

infrastructure to serve current and future workers, residents and visitors who ultimately will live, work 

and play in this community.

Following extensive discussions with interested agencies and individuals, the following additional 

planning principles were specifically developed for the proposed station within this city’s downtown:
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 To deliver a station with the ability to become an integrated multi-modal transportation hub; 

and

 To revitalize the government center neighborhood.

Based on these principles and the guidelines and criteria established in Section 2.1, Introduction, three

options in Miami were found to be unfeasible (see Figure 2-5.3 Miami Alternative Map and discussion in 

Section 2.2, Alternatives Considered but Eliminated).

Two sites within the City of Miami were retained after being found to be feasible alternatives for the 

actual siting of the platforms, passenger facilities and ancillary development (see Central Option and 

South Option in Figure 2-5.4 Miami Station Alternative Map).
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Figure 2-5.4 Miami Station Alternatives Map
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2.5.3.1 Miami – South At Grade

This station alternative is an at-grade option. At the north end, two main line tracks would pass under 

the Dolphin Expressway overpass at-grade. The port lead would remain in service; the single track 

would peel off the main line at Eighth Street and head east into the Port Miami. The passenger track 

arrangement would continue south and fan out to four tracks between Eighth and Fifth Streets, allowing 

for platforms south of 5th Street. 

As in all alternatives, the station layout assumes high-level platforms set at 51 inches above the top of 

the rail. The Miami layout provides a combination of side and center island platforms. All four tracks 

would be accessed also by a low-level service platform. The 1,000-foot long platforms would be located 

between Fifth Street, which would remain open, and Third Street, where the at-grade crossing would 

need to be closed. This at-grade crossing closure is particularly challenging because it would result in 

dead-end conditions from both directions. Further, the entire track and station platform footprint 

would realize its full width at the south edge of Fifth Street. Four tracks would cross Sixth and Fifth 

Streets at grade. This 4-track-wide crossing is not considered favorable because it would make access 

(both pedestrian and vehicular) challenging, even while the at-grade crossings would not be closed. 

With regard thereto, it should be noted that Sixth and Fifth Streets are considered two of the more 

significant downtown connectors to I-95, that provide access to Port Miami and the American Airlines 

Arena, among other local attractions and downtown properties. 

This alternative would not alter the existing Overtown Metrorail Station or existing Government Center 

Metrorail and Metromover Stations. The existing Metromover station at NE Fifth Street would also be 

maintained. However, it would not be possible to squeeze four passenger rail tracks and platforms 

under the existing Metromover alignment without altering the existing pier spacing; hence, the 

Metromover span through the property owned by AAF’s affiliate would need to be rebuilt in a manner 

that would allow the existing usage to be maintained. Although this would avoid future traffic 

ramifications, this would add costs and risks of delays to the development of the Project.

Developing an AAF station on this site would not preclude future commuter rail service on the FEC line, 

by FDOT or others. At this time, there are no current plans for shared use of the station for this 

purpose. The station design would allow for such development in the future.

The AAF station at this location would have multiple points of pedestrian access. Passenger facilities 

would be located at the stub end (south end) of the platforms. Mixed-use development would be 

situated on the property south of the station platforms, incorporating the station’s primary entry at NW 

First Street and NW First Avenue. The following TOD uses are anticipated, all of which are more 

particularly described in Section 1.6, Connected Actions:

 Retail

 Office

 Limited Service Hotel

 Residential

 Parking
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The architectural program would be accommodated in several building segments. The current plan 

envisions the following development: 

 A fifteen-story office building that would anchor the southern end of the property;

 A thirty-story residential and hotel tower that would front on NW First Avenue at Third Street 

and be constructed over the tracks; and

 Structured parking garages that would be built in the air rights over the station platforms 

between Second and Third Streets and between Third and Fourth Streets for the TOD-related 

uses.

 

Parking to support the retail would be provided on site. No dedicated passenger parking would be 

provided on-site because easily-accessible, long-term parking capacity is available within a close radius 

of the station. The use of such existing parking facilities for passengers is supported by the City. 

2.5.3.2 Miami – Central Elevated

This alternative is an elevated option. The station layout assumes the same passenger and service 

platform configuration as the at-grade alternative described above, except the station platform 

footprint would be accommodated entirely on an elevated viaduct structure approximately 45 feet 

above grade. This alternative shifts the platform closer toward the northern portion of the property 

owned by AAF’s affiliate. 

At the north end, the main line tracks would pass under the Dolphin Expressway overpass at grade, and 

the single port lead track would peel off the main line at Eighth Street and head east to the Port Miami. 

Unlike the previous alternative, the two station lead tracks would then immediately commence a 

maximum 3% incline onto the viaduct. The existing at-grade crossings at NW Eleventh and NW Tenth 

Streets would be eliminated due to the climbing passenger tracks; these streets would become blocked 

by a retaining wall. 

The at-grade crossings at NW Eleventh and NW Tenth Streets to be closed affect local streets rather 

than a major state or federal thoroughfare. Further, at each such location, the availability of alternative 

routes in close proximity to the proposed closures will avoid no-outlet (a.k.a., dead-end) conditions. 

Additionally, access to existing properties will not be prevented by the proposed crossing closures.

By Ninth Street the elevated railroad approaching the station would transition from retained 

embankment to viaduct structure. The port lead track would remain at grade for continued freight 

operations. A minimum overhead clearance of 23’-6” above the top of the rail would be maintained as 

the port lead track passes under the elevated Station Lead tracks.

After the station lead tracks fan out into four tracks, the 1,000-foot long platform zone would 

commence just south of Seventh Street and end just south of Fourth Street. The entire track and station 

platform footprint thus would pass over Eighth Street, the Port Lead, Sixth Street, Fifth Street, and the 

Metromover. This alternative would not alter the major through streets of Eighth, Sixth and Fifth Street, 
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the existing Overtown Metrorail Station or existing Government Center Metrorail and Metromover 

Stations. 

Developing an AAF station on this site would not preclude future commuter rail service on the FEC line, 

by FDOT or others. At this time there are no current plans for shared use of the station for this 

purpose, but the design of the station would allow for such development.

The AAF station would have multiple points of pedestrian access. The headhouse’s primary entry would 

front NW First Avenue opposite the Federal Courthouse. Parking to support the retail would be provided 

on site. Specifically, a three to four story liner of passenger-oriented functions and retail would create a 

continuous street wall extending to the north and structured parking for the retail uses would be 

concealed behind the liner, under the tracks and platforms. No dedicated passenger parking would be 

provided on-site because easily-accessible, long-term parking capacity is available within a close radius 

of the station. The use of such existing parking facilities for passenger traffic is supported by the City. 

Mixed-use development would be situated immediately south of the station headhouse. It is 

contemplated that the same TOD programs as the at-grade alternative described for the at-grade 

scenario would be anticipated, in roughly the same massing.

2.5.4 Vehicle Maintenance Facility (VMF) 

The AAF Project would exclusively utilize the existing FEC VMF in Fort Lauderdale. Freight maintenance 

does not take place at the existing FEC VMF and only 24/7/365 intermodal operations take place there 

today. These intermodal operations would be shifted to the FEC Intermodal Container Transfer Facility 

(ICTF) at Port Everglades being constructed from 2012-2014. Four AAF trainsets daily would be serviced 

at the VMF. Maintenance operations would occur between 10:00 pm and 5:00 am with the first 

trainsets entering the VMF at 8:00 pm then hourly until 10:00 pm. Outbound trainsets would exit 

beginning at 5:00 am then hourly until 7:00 am. 

Through these proposed operations, there will be three train moves added to the total train traffic in 

the morning, and three in the afternoon, when the trains return to the VMF for servicing during the 

night. However, these AAF train moves into and out of the Andrews Yard will not disrupt overall freight 

traffic on the line. 

A detailed discussion of the lack of negative impacts associated with the VMF from a noise and vibration 

perspective, as well as other factors, appears in Section 3.1.7 Noise and Vibration 
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Table 2-5.3

Miami – Comparative Analysis

Criteria Miami Discussion

NoBuildCentral South

Right-of-way 

acquisition (ac)

0.0 0.0 0.0 Criteria satisfied.

Roadway blockage (#) 0 0 0 Criteria satisfied.

At-grade crossing 

closures (#)

0 2 2 Criteria satisfied more appropriately by the Central elevated option in 

that the at-grade crossing closures proposed to accommodate this 

alternative would affect local streets rather than major thoroughfares. 

Further, there are alternate routes located in close proximity to the 

proposed crossing closure and dead-end conditions are avoided. By 

contrast, the proposed crossing closure for the South option would result 

in dead-end conditions from both directions, and would require a 4-trackwide at-grade crossing that is not standard in the area and would be 

challenging for the reasons described above. 

Vehicular traffic 

impact

N/A Minimal Minimal Criteria satisfied.

Local government 

plan consistency (y/n)

N/A Y Y Criteria satisfied.

Local government 

support (y/n)

N Y Y Criteria satisfied.

Ecologically sensitive 

areas/wetlands (ac)

0.0/0.0 0.0/0.0 0.0/0.0 Criteria satisfied.

Floodplains 100-yr (ac) 0.0 0.0 0.0 Criteria satisfied.

Historic Properties –

Total (#)

0 6 12 As discussed in more detail in Section 3, the Miami Site will have no 

adverse effect on significant historic resources, based on the condition 

that consultation with SHPO and the local historic preservation planning 

staff will continue through the station design process in order to ensure 

compatibility and appropriate sensitivity to the resources within the 

station locations’ APE. AAF is committed to that coordination.

Archaeological sites 

(#)

0 0 0

Historic districts (#) 0 1 1

Historic buildings (#) 0 4 10

Linear resources (#) 0 1 1

Noise impacts (#) 0 0 0 Criteria satisfied.

Vibration impacts (#) 0 0 0 Criteria satisfied.

Contamination (# High 

or Med)

0 2 2 Criteria satisfied through additional assessment and the use of best 

management practices that will be implemented to avoid impacts to 

potential contaminated soil and/or groundwater from adjacent sites

Impact to 

Environmental Justice 

populations (y/n)

N N N Criteria satisfied.

Parking impacts (y/n) N N N Criteria satisfied.

Engineering 

complexity (H-M-L)

N/A M H Criteria satisfied.
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2.6 Preferred Build Project Alternative

Section 2.6.1 summarizes the Preferred Build System Alternative. The tables set forth in Sections 

2.5.1.3, 2.5.2.3 and 2.5.3.3 summarize the criteria analyzed for the various station location alternatives 

in an Evaluation Matrix that served to provide the basis for AAF’s selection of its Preferred Build Station 

Alternative for each station site, and those Preferred Build Station Alternatives are described in 

Sections 2.6.2, 2.6.3, 2.6.4 and 2.6.5.

2.6.1 System 

The proposed Preferred Build System Alternative would return the existing FEC corridor to a dual-track 

system allowing for the development and re-introduction of passenger service to Southeast Florida. 

Infrastructure improvements are planned to be completed within the existing right-of-way (i.e. no 

additional right-of way acquisition is anticipated). Three existing bridge structures will have an 

additional second main track added to the existing deck, but no improvements to the structure’s 

footprint will need to be made and no work would be required directly within waterbodies and/or 

waterways. Seven existing bridges will remain single track and will not be expanded to accommodate 

two tracks. Additionally, 49.2 miles of new track will be constructed in the corridor and 8.3 miles of 

existing track will be rehabilitated. The scope of the proposed system improvements are described in 

more detail in Section 1.3, Project Description.
76 

Table 2-6.2 

Project Evaluation Matrix 

Categories of Consequences Preferred Build Project Alternative Physical Environment

Air Quality Enhanced/No Impact 

Water Quality No Impact 

Surface Water Quality No Impact 

Sole Source Aquifer No impact 

Wellfield Protection Zones No Impact 

Waterbodies and Waterways No Impact 

Navigation No impact 

Special Designations No Impact 

Floodplains Minimal 

Wetlands Minimal 

Essential Fish Habitat No impact 

Coastal Zones No impact 

Noise Minor 

Vibration No impact 

Biological Environment 

Ecological Systems Minimal 

Threatened and Endangered Species Minimal 

Human Environment

Rail Transportation& 

 Regional Roadway Network 

Enhanced 

Local Vehicular Transportation No impact 

Parking No impact 

Land Use No impact 

Environmental Justice and Demographics No impact 

Barriers to the Elderly and Handicapped No impact 

Public Health and Safety Enhanced 

Contaminated Sites and Hazardous Materials Minor 

Cultural Resources No impact/Minimal 

Section 4(f) and Recreational Resources No impact 

Municipal Services No impact 

Energy Resources Enhanced/No impact 

Aesthetics No impact 

Construction Impacts Minimal (temporary) 

Potential Secondary Impacts Enhanced 

Potential Cumulative Impacts Enhanced 

Notes on terminology:

· No Impact–No impacts and/or changes expected · Minimal–Impacts are not expected to be measurable, or are measurable but are too small to cause any change in the environment · Minor–Impacts that are measurable but are within the capacity of the affected system to absorb the change, or the impacts can be compensated for with little effort · and few resources so that the impact is not substantial · Moderate–Impacts that are measurable but are within the capacity of the affected system to absorb the change, or the impacts can be compensated for with effort and resources so that the impact is not sub· Major–Environmental impacts that, individually or cumulatively, could be substantial · Enhanced – positive impacts are anticipated · Temporary – Short-term impacts associated with specific construction activities
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2.6.2 West Palm Beach Station

The West Palm Beach – Central site alternative (Figure 2-6.1) described in paragraph 2.4.1.2 is the 

Preferred Build Station Alternative for West Palm Beach (see Appendix B for more detailed site plans). 

This station location will accommodate a single, center island (double sided) high-level platform that is 

800 feet long and 35 feet wide. On-site customer facilities will be located immediately adjacent to the 

platform, beyond the boundaries of the railroad ROW. Customer services will include ticketing, a secure 

waiting area for ticketed passengers located in space above the platform, and retail. The public space 

surrounding the station building will be organized to allow for efficient and safe pedestrian circulation 

and wayfinding, curbside drop-off by private auto, taxi, connecting bus and van service, local transit and 

bicycle parking. Parking to support the retail will be provided on site (i.e., parking for 60 cars), but no 

dedicated passenger parking will be provided on-site because existing parking capacity is available 

within a close radius.

For this facility, the station building’s public spaces will be organized around a great hall. The primary 

public areas on the ground floor will consist of ticket sales windows, self-service ticketing kiosks, 

concierge and information desk, train departure and arrival information, concessions, restrooms and 

circulation areas. Retail space will be accessible on the ground floor from the great hall. 

This site accommodates the design for the required level of AAF service that is more particularly 

described in Section 1.3, Project Description (e.g., a control gate to gain access to the vertical circulation 

leading to the secure ‘ticketed passengers only’ spaces and fully climate-controlled, comfortable seating 

areas, where AAF will provide concessions, restrooms, and a dedicated lounge for Business Class (first 

class) passengers, including WiFi internet service, complimentary light snacks and beverages). 

The ticketed customer amenities will be located above the tracks and platform and passengers will not 

be allowed access to the station platforms until approximately 4 or 5 minutes before departure of an 

arriving train. Train departure and arrival information will be electronically updated both in the public 

ticketing/information area, as well as in the secure waiting room and Business Class lounge. Access to 

the platform will be provided by means of two escalator/stair pairs and ADA compliant elevators, 

controlled by the AAF Usher in the secure waiting room. As the floor height of the train cars will be the 

same height as the platform, the entire train will have ‘level boarding’, with no steps required. The 

entire train will conform to full ADA access compliance requirements.

Though it requires the closure of two at-grade crossings, this site location was found to be preferable to 

the South site described in paragraph 2.5.1.1 for the reasons set forth in the evaluation matrix 

appearing in Section 2.5.1.3, including the fact that the evaluation criteria regarding crossing closures 

was satisfied more appropriately by the Central option in that the crossing closures proposed to 

accommodate the system or proposed platforms would be local, would not impact local circulation 

adversely and there are alternate routes were located in close proximity to the proposed closures so as 

to result in minimal changes to the existing traffic patterns and access to existing properties would not 

be expected to be affected by the proposed crossing closures. 
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In addition to the foregoing, the Central option was preferable as a location for the following reasons:

 Unique ability to serve as an urban link between the retail corridor of Clematis Street and the 

mixed use district of CityPlace

 Better proximity to Clematis Street;

 Equal if not better proximity to City Hall, the County Courthouse and County Administration 

Building.

 Ability to focus redevelopment energy toward the northern part of Downtown while uniquely 

sparking economic activity in the neighborhoods situated both east and west of Quadrille 

Boulevard; and

 Most direct and convenient connections to the TriRail commuter station to facilitate 

connections/transfers.

A detailed discussion of the lack of negative impacts from this alternative appears in Section 3.

The City of West Palm Beach has expressed an interest in working with AAF and its affiliates with regard 

to this Preferred Build Station Alternative and has executed a Memorandum of Understanding to that 

effect (see Appendix L). Further, an agreement is in place with the property owner of the site for 

consideration thereof as the Preferred Build Station Alternative. 
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Figure 2-6.1 Preferred West Palm Beach-Central Site Plan and Massing 
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2.6.3 Fort Lauderdale Station

The Fort Lauderdale – North site alternative (Figure 2-6.2) described in paragraph 2.5.2.1 is the 

Preferred Build Station Alternative for Fort Lauderdale (see Appendix B for more detailed site plans). 

As with the Preferred Build Station Alternative for West Palm Beach, this station location will 

accommodate a single, center island (double sided) high-level platform that is 800 feet long and 35 feet 

wide. On-site customer facilities will also be located immediately adjacent to the platform, beyond the 

boundaries of the railroad ROW, with the same customer services. This site also accommodates the 

desired public space surrounding the station building, with the same organization for pedestrian 

circulation and parking. Specifically, parking to support the retail will be provided on site (i.e., parking 

for 60 cars), but no dedicated passenger parking will be provided on-site because existing parking 

capacity is available within a close radius.

Also like the West Palm Beach Preferred Build Station Alternative, this facility will have public spaces 

organized around a great hall with the same amenities. This site also accommodates the design for the 

required level of AAF service that is more particularly described in Section 1.3, Project Description, with 

passengers allowed the same access to the station platforms described in Section 1.3. Similarly, access 

to the platform will be provided by means of two escalator/stair pairs and ADA compliant elevators, 

controlled by an AAF usher in the secure waiting room. As the floor height of the train cars will be the 

same height as the platform, the entire train will have ‘level boarding’, with no steps required, and the 

entire train will conform to full ADA access compliance requirements.

This alternative was found to be preferable to the South option for the reasons set forth in the 

evaluation matrix appearing in Section 2.5.2.3, including the fact that the evaluation criteria were 

satisfied more appropriately by the North option because the at-grade crossing closures proposed to 

accommodate the system or proposed platforms would affect local streets, would not impact local 

circulation adversely and there are alternate routes were located in close proximity to the proposed 

crossing closures so as to result in minimal changes to the existing traffic patterns and access to existing 

properties would not be expected to be negatively affected by the proposed crossing closures. By 

contrast, the proposed at-grade crossing closure for the South option would affect the only local 

connection between the downtown CBD and important sites, including the historic areas of the City and 

the local performing arts center.

In addition, this North alternative was determined to be preferable for the following reasons:

 The South site requires the at-grade crossing closure at Broward Boulevard or SW Second Street, 

which is opposed by others; and

 Locating the AAF station in close proximity to the Broward Transit Center provides an 

opportunity which is only feasible by means of the North site.

A detailed discussion of the lack of negative impacts from this alternative appears in Section 3.

Broward County has expressed an interest in working with AAF and its affiliates with regard to this 

Preferred Build Station Alternative and has executed a letter of support to that effect (see Appendix L). 
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Figure 2-6.2 Preferred Fort Lauderdale – North Site Plan and Massing 
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2.6.4 Miami Station

The Miami - Central Elevated station alternative (Figure 2-6.3) described in paragraph 2.5.3.2 is the 

Preferred Build Station Alternative for Miami (see Appendix B for more detailed site plans). 

In Miami, the terminal configuration will consist of four 1,000-foot-long high-level revenue platforms 

plus low-level service platforms, all of which will be located within the FEC ROW. The station 

architecture will be integrated with the structure of an elevated railroad viaduct passing over city streets 

approximately 45 feet above grade. The railroad viaduct will be constructed on property owned by AAF’s 

affiliate. 

The viaduct will parallel the existing elevated Metrorail infrastructure and span above the MetroMover 

alignment crossing the site at NE 5th Street. Convenient multi-modal connectivity between AAF, 

Metrorail and Metromover will be available, in addition to ample curbside drop-off, taxi queue, 

connecting bus and van service, local and regional bus transit, bicycle parking, and significant pedestrian 

connectivity to the terminal facility. Below the AAF viaduct, a double-height, light-filled central hall will 

accommodate AAF customer services and provide vertical access upstairs to the waiting rooms and 

platforms for ticketed passengers.

At this facility, the station building’s public spaces will also be organized around a great hall, with 

primary public areas on the ground floor consisting of ticket sales windows, self-service ticketing kiosks, 

concierge and information desk, train departure and arrival information, concessions, restrooms and 

circulation areas. Retail space will be accessible on the ground floor from the great hall and, 

additionally, on a mezzanine floor below the elevated railroad tracks and platforms. 

Like the other two city Preferred Build Station Alternatives, this site also accommodates the design for 

the required level of AAF service that is more particularly described in Section 1.3, Project Description. 

In Miami, the waiting space will be located at the mezzanine level immediately below the tracks and 

platforms. Here, the floor height of the train cars will also be the same height as the platform and the 

entire train will have ‘level boarding’, with no steps required. The entire train will conform to full ADA 

access compliance requirements.

This alternative was found to be preferable to the South-at-Grade site described in paragraph 2.5.3.1 for 

the reasons set forth in the evaluation matrix appearing in Section 2.5.3.3, including the fact that the 

evaluation criteria was satisfied more appropriately by the Central elevated option in that the at-grade 

crossing closures proposed to accommodate this alternative would affect local streets rather than major 

thoroughfares. Further, there are alternate routes located in close proximity to the proposed crossing 

closure and dead-end conditions are avoided. By contrast, the proposed at-grade crossing closure for 

the South option would result in dead-end conditions from both directions, and would require a 4-trackwide at-grade crossing that is not standard in the area and would be challenging for the reasons 

described above. 
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In addition, the Central elevated option is preferable for the following four reasons:

 An elevated configuration would create a grade separated solution that eliminates awkward, 

possibly dangerous vehicular grade crossings over four station tracks at Fifth and Sixth Streets;

 Spanning over the Metromover alignment would avoid costly reconfiguration of the existing 

transit infrastructure, as well as significant delays to the transit system during construction;

 Elevation, from a customer perspective, could provide passengers with an unparalleled 

panoramic entry into the City and thus enhanced experience upon arrival in Downtown; and

 Building a celebrated piece of engineering and architecture would provide the City, County and 

State with a highly visible symbol of this generation’s commitment to innovative and sustainable 

transportation infrastructure.

A detailed discussion of the lack of negative impacts from this alternative appears in Section 3.

The City of Miami has expressed an interest in working with AAF and its affiliates with regard to this 

Preferred Build Station Alternative and has executed an agreement to that effect (see Appendix L). 
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Figure 2-6.3 Preferred Miami – Central Elevated Site Plan and Massing
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2.6.5 Vehicle Maintenance Facility (VMF) 

The VMF described in paragraph 2.5.4 is the Preferred Build Station Alternative for this facility.

A detailed discussion of the lack of negative impacts from this alternative appears in Section 3.
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3.0 Affected Environment and Environmental Consequences

Section 3 addresses potential environmental impacts of construction and operation of the proposed AAF 

Project. This section categorizes the existing resources within the Project Area (as defined below) and 

analyzes the potential beneficial and adverse impacts to those resources from the alternatives retained 

for further analysis. 

For purposes of the analysis, the “Project Area” has been defined, generally, as the +/- 70-mile existing 

FEC corridor between West Palm Beach and Miami, with it being understood that for certain resources, 

such as noise, environmental justice, cultural resources, connected and cumulative impacts, the “Project 

Area” was expanded to areas adjacent to the FEC rail corridor within which the Preferred Build System 

Alternative (as defined below) is proposed, and areas adjacent to the alternatives considered for the 

stations and the Vehicle Maintenance Facility (VMF), including the Preferred Build Station Alternative

(as defined below)

For purposes of this section, the following defined terms will be used to identify and distinguish 

between those alternatives being discussed:

 No-Build Alternative – The No-Build Alternative represents "no change" from current conditions 

and a continuation of the present course of planned and funded actions, all as discussed in more 

detail in Sections 1 and 2, including the projected growth in freight activity along the existing 

FEC corridor, but excluding the introduction of a passenger rail system.

 Preferred Build System Alternative – The Preferred Build System Alternative includes those 

improvements to the existing FEC corridor as discussed in Section 2 related to the restoration of 

passenger service within the existing ROW and includes the addition of, and/or improvement to, 

existing tracks and safety equipment beginning at MP 299.5 and ending at MP 365.5, with a 

total system length of 66 miles including 49.2 miles of new track and the rehabilitation of 8.3 

miles of existing track, but excludes the projected growth in freight activity along the existing 

FEC corridor that is considered within the No-Build Alternative.

 Preferred Build Station Alternative – The Preferred Build Station Alternative includes the 

improvements associated with the station locations identified as the preferred site in West Palm 

Beach, Fort Lauderdale and Miami as more particularly described in Sections 2.6.2, 2.6.3 and 

2.6.4 of this EA, as well as the VMF.

 Preferred Build Project Alternative– The Preferred Build Project Alternative includes the 

aggregate of the Preferred Build System Alternative and the Preferred Build Station Alternatives.

This EA addresses only those resources that are reasonably likely to be affected by the proposed action. 

It was determined that the following resources have little to no potential to be affected by any of the 

alternatives considered within this EA, including the No-Build Alternative and Preferred Build Project 

Alternative, for the following reasons: 

 Geology – the proposed action entails the addition of a second track along an existing rail 

corridor and the construction of three stations within the developed, urbanized Central Business 

Districts (CBDs) of West Palm Beach, Fort Lauderdale and Miami (see Section 1.3, Project 

Description for a more detailed description of the proposed action) . No tunneling or 
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subterranean construction activities will occur. Thus, no potential impact to geology or geologic 

resources exists.

 Soils – the proposed action entails the addition of a second track along an existing rail corridor 

and the construction of three stations within the developed, urbanized CBDs of West Palm 

Beach, Fort Lauderdale and Miami (see Section 1.3, Project Description for a more detailed 

description of the proposed action). As noted in the foregoing section regarding geology, no 

tunneling or subterranean construction activities will occur. Additionally, reviews of the Soil 

Surveys of each of the three counties (Palm Beach, Broward and Miami-Dade) in the Project 

Area indicates that there are no soil types anticipated to be encountered that would require 

evacuation of improper soils and replacement with other soils. Thus, no potential to impact soils 

exists.

 Farmlands – the proposed action and Project Area is located wholly within the urbanized areas 

of West Palm Beach, Fort Lauderdale and Miami (see Section 1.3, Project Description for a more 

detailed description of the proposed action) and, therefore, the provisions of the Farmland 

Protection Policy Act of 1984 that define farmlands as follows do not apply:

Farmland does not include land already in or committed to urban development 

or water storage. Farmland “already in” urban development or water storage 

includes all such land with a density of 30 structures per 40-acre area. 

Farmland already in urban development also includes lands identified as 

“urbanized area” (UA) on the Census Bureau Map, or as urban area mapped 

with a “tint overprint” on the USGS topographical maps, or as “urban-built-up” 

on the USDA Important Farmland Maps. Areas shown as white on the USDA 

Important Farmland Maps are not “farmland” and, therefore, are not subject 

to the Act. Farmland “committed to urban development or water storage” 

includes all such land that receives a combined score of 160 points or less from 

the land evaluation and site assessment criteria. (See 7 CFR 658.2(a)). 

Thus, no potential to impact farmlands exists. 

 Demographic trends –the proposed action satisfies the existing and projected demand of travel 

between West Palm Beach, Fort Lauderdale and Miami (see Section 1.0, Purpose and Need for a 

more detailed description of the proposed action). The proposed action is not providing service 

to a developing area which would alter the current or projected demographic patterns of the 

Project Area nor does the proposed action replace or deny service to existing developed areas 

that would alter current or projected demographic patterns. Thus, it is not anticipated that this 

Preferred Build Project Alternative will have the potential to impact demographic trends within 

the Project Area. 
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3.1 Physical Environment 

This Section 3.1 analyzes the following categories within the physical environment: air quality, water 

quality, water bodies and waterways, floodplains, wetlands, coastal zones, and noise and vibration.

3.1.1 Air Quality 

The U.S. Environmental Protection Agency (U.S. EPA) has established the National Ambient Air Quality 

Standards (NAAQS) for six criteria pollutants including carbon monoxide (CO), nitrogen dioxide (NO2), 

ozone (O3), lead (Pb), particulate matter (PM; particulate matter sized 10 microns or less [PM10] and 

particulate matter sized 2.5 microns or less [PM2.5]), and sulfur dioxide (SO2). Primary standards set 

limits to protect public health, and secondary standards set limits to protect public welfare. The State of 

Florida ambient air quality standards are the same as the NAAQS.

The proposed Project Area is located in Palm Beach County, Broward County, and Miami-Dade County, 

in Southeast Florida. All three counties are designated as attainment areas for all criteria pollutants, 

pursuant to the Clean Air Act Amendments (CAAA) of 1990.

28

The proposed Project will be located in attainment areas, and, therefore, it is not subject to review 

under the U.S. EPA’s General Conformity Rule. Consequently, a development of emissions inventories of 

criteria pollutants of the Project was not necessary and not performed for General Conformity 

evaluation purposes.

Emissions of the criteria pollutants related to the new passenger trains, freight trains, and on-road 

vehicle miles traveled (VMT) reductions were developed to assess whether the passenger trains 

emissions would impact regional air quality.

Regional Impacts

The proposed Preferred Build Project Alternative would provide a net regional air quality benefit as 

compared to the NoBuild Alternative and the Existing Condition. Operation of the Preferred Build

Project Alternative would reduce regional criteria pollutants, mobile source air toxics (MSATs), and 

greenhouse gas (GHG) emissions because motor vehicle emissions would decrease in the region based 

upon the reduction of vehicle miles travelled (VMT). By 2030, the proposed Preferred Build Project 

Alternative would reduce regional VMT by 51,345,67229 Table 3-1.1 presents the diverted trips and 

reduction in VMT due to the proposed Preferred Build Project Alternative for year 2018 and 2030. The

emissions due to these VMT reductions would be slightly offset by operational emissions associated 

with the additional passenger trains themselves and the vehicle maintenance facility (VMF). 

 

28 U.S. EPA Greenbook. U.S. EPA, 2012

29 Ridership and Vehicle Diversion by Station Pair. FEC, 2012.
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Table 3-1.1

Ridership and Vehicle Diversion by Station Pair

2018

Station Pair Daily Riders Annual 

Riders

Person 

Trips 

Diverted 

from Auto

Vehicle Trips 

Diverted 

From Auto

Distance Reduction in 

VMT

Miami / Fort Lauderdale 1,494 545,410 338,154 260,119 28 7,283,318

Miami / West Palm Beach 2,775 1,012,904 628,000 483,077 74 35,747,716

Fort Lauderdale / West Palm 

Beach

150 54,621 33,865 26,050 46 1,198,307

TOTAL 4,419 1,612,935 1,000,020 769,246 44,229,342

2030

Station Pair Daily Riders Annual 

Riders

Person 

Trips 

Diverted 

from Auto

Vehicle Trips 

Diverted 

From Auto

Distance Reduction in 

VMT

Miami / Fort Lauderdale 1,735 633,164 392,562 301,971 28 8,455,176

Miami / West Palm Beach 3,222 1,175,876 729,043 560,803 74 41,499,385

Fort Lauderdale / West Palm 

Beach

174 63,410 39,314 30,242 46 1,391,110

TOTAL 5,130 1,872,450 1,160,919 893,015 51,345,672

Tables 3-1.2, 3-1.3, 3-1.4, and 3-1.5 present the estimated emissions of criteria pollutants in each of the 

three counties affected by the proposed project for the freight trains, passenger trains, switch 

locomotives, and on-road VMT reductions, respectively. Appendix F presents the detailed emissions 

calculations. The train emissions are for the traveling trains (freight and passenger) as well as the idling 

and switching trains at the VMF. 

The emissions due to VMT reductions were calculated using the U.S. EPA Motor Vehicle Emission 

Simulator (MOVES) version 2010b model. MOVES2010b calculates on-road vehicle emissions by 

performing a series of calculations, which have been developed to accurately reflect vehicle 

operating processes after the user specifies vehicle types, time periods, geographical areas, 

pollutants, vehicle operating characteristics, and road types to be modeled. 

While, Tables 3-1.2, 3-1.3, 3-1.4, and 3-1.5 present the estimated emissions of criteria pollutants in each 

of the three counties affected by the proposed project for the freight trains, passenger trains, switch 

locomotives, and on-road VMT reductions, respectively, Table 3-1.6 presents a summary that shows the 

total regional criteria pollutant emissions in the three counties and the difference between the 

emissions due to VMT decrease and those due to the passenger trains (e.g., the estimated VMT 

reduction, the effects of that VMT reduction estimated for emissions reductions and the “offset” in this 

emission reduction that will be caused by the passenger train emissions through operation). As shown

in that table, the incremental emissions of the passenger trains in 2015 and 2030 are lower than those 

of the freight trains for the existing conditions in 2012, as well as the No-Build Alternative, and the

opening year of 2015. Furthermore, that table shows that the emission reductions due to the decrease 

in regional VMTs are higher than the relatively low incremental increase due to the passenger trains. 
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Therefore, the proposed Preferred Build Project Alternative would have a beneficial impact on regional 

air quality.

Table 3-1.2 Freight Train Criteria Pollutant Emissions for each County (tons per year)

2006 2015 2030

County PM10 VOC NOx CO PM10 VOC NOx CO PM10 VOC NOx CO

Palm Beach County 7.19 10.78 193.20 28.76 3.48 5.22 93.61 13.93 4.23 6.34 113.58 16.91

Broward County 9.07 13.60 243.64 36.26 3.48 5.22 93.61 13.93 4.34 6.50 116.53 17.34

Miami-Dade 

County

3.47 5.21 93.33 13.89 1.70 2.55 45.61 6.79 2.51 3.77 67.57 10.06

Total 19.73 29.59 530.16 78.91 8.66 12.99 232.83 34.65 11.08 16.62 297.69 44.31

Notes:

1) Assumed freight train frequency as provided by project proponent. 2006: 27; 2015: 14; 2030: 22.

2) Emissions estimated for two SD70 locomotives, each rated at 4,000 bhp (both operating at full horsepower rating). These assumptions 

were provided by project proponent.

3) Freight train emissions are based on Tier 0 locomotives.

4) Includes 28% load factor for line-hauling (Source: Locomotive Emission Standards, Regulatory Support Document, U.S. EPA, 1998).

5) Emission Factors taken from Table 1 of EPA’s Technical Highlights: Emission Factors for Locomotives, 2009 

(http://www.epa.gov/nonroad/locomotv/420f09025.pdf).

Table 3-1.3 Passenger Train Criteria Pollutant Emissions for each County (tons per year)

2006 2015 2030

County PM10 VOC NOX CO PM10 VOC NOX CO PM10 VOC NOX CO

Palm Beach County -- -- -- -- 0.08 0.24 5.64 7.22 0.08 0.24 5.64 7.22

Broward County -- -- -- -- 0.08 0.24 5.64 7.22 0.08 0.24 5.64 7.22

Miami-Dade 

County

-- -- -- -- 0.04 0.12 2.82 3.61 0.04 0.12 2.82 3.61

Total - - - - 0.21 0.59 14.10 18.04 0.21 0.59 14.10 18.04

Notes:

1) Assumed passenger train frequency = 28 trains per day (based on 1 train per hour, per direction) and 14 hours operation per day.

2) Emissions estimated for two Tier 4-compliant locomotives each rated at 3,500 bhp (both operating at full horsepower rating). These 

assumptions were provided by project proponent.

4) Includes 28% load factor for line-hauling (Source: Locomotive Emission Standards, Regulatory Support Document, U.S. EPA, 1998).

5) Emission Factors taken from Table 1 of EPA’s Technical Highlights: Emission Factors for Locomotives, 2009 

(http://www.epa.gov/nonroad/locomotv/420f09025.pdf).
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Table 3-1.4 VMF Switching Locomotive Criteria Pollutant Emissions (tons per year)

Calendar Year PM10 VOC NOx CO

2006 0.06 0.16 2.35 0.59

2015 0.01 0.05 0.64 1.18

2030 0.01 0.08 0.97 1.77

Notes:

1) Assumed freight train frequency as provided by project proponent.

2006: 2; 2015: 4; 2030: 6.

2) Assumed 1 switching locomotive rated at 4,000 bhp (operating at 

full horsepower rating). These assumptions were provided by project 

proponent.

3) Includes 10% load factor for switching locomotives (Source: 

Locomotive Emission Standards, Regulatory Support Document, U.S. 

EPA, 1998).

4) Emission Factors taken from Table 2 of EPA’s Technical Highlights: 

Emission Factors for Locomotives, 2009 

(http://www.epa.gov/nonroad/locomotv/420f09025.pdf).

Table 3-1.5 VMT Reduction Criteria Pollutant Emissions by Station Pair (tons per year)

2006 2015 2030

County PM10 VOC NOX CO PM10 VOC NOX CO PM10 VOC NOX CO

Miami / Fort Lauderdale -- -- -- -- 0.47 2.39 8.16 45.03 0.36 1.17 3.12 35.52

Miami / West Palm Beach -- -- -- -- 2.30 11.72 40.05 221.04 1.78 5.74 15.33 174.33

Fort Lauderdale / West Palm Beach -- -- -- -- 0.08 0.39 1.34 7.41 0.06 0.19 0.51 5.84

Total - - - - 2.84 14.50 49.56 273.48 2.20 7.11 18.97 215.69

Notes:

1) VMT Reductions are listed in Table 3.1-1.

Table 3-1.6 Difference between VMT Reductions emissions and 

Passenger Train Emissions (tons per year)

2006 2015 2030

PM10 VOC NOX CO PM10 VOC NOX CO PM10 VOC NOX CO

Regional Total Difference -- -- -- -- 2.63 13.91 35.46 255.44 1.99 6.51 4.88 197.64

Notes:

1) VMT Reductions are listed in Table 3.1-1.
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Project-Level/Hotspot Impacts

In accordance with the Florida Department of Transportation (FDOT) guidelines, the project-level impact 

analysis was performed through a CO hotspot screening methods at proposed station location road 

intersections and rail road crossings, where vehicle congestions may happen. Motor vehicles emit CO at 

high rates when they are operating at low speeds or idling in queues. Therefore, the potential for 

adverse air quality impacts is greatest at intersections and railroad crossings where traffic is most 

congested. According to the FDOT CO hotspot screening method guideline, the most congested/worstcase intersections in term of LOS, delay, and traffic volume, in the vicinity of the stations and rail road 

crossings in each of the three counties were used in the analyses.30 The analyses were performed for the 

existing conditions (2012), the opening year (2015), and the build-out year (2035).

The screening analysis evaluated CO using the “CO Florida 2004” FDOT Intersection Air Quality CO 

Screening Model to evaluate major intersections and rail road crossings for potential CO concentration 

exceedances. The CO Florida 2004 default input values for the Southeast Florida region (Palm Beach, 

Broward, and Miami-Dade Counties) were used for meteorology inputs, MOBILE6.2 parameters, 

persistence factors, and background CO concentrations. MOBILE6.2 Vehicle Emission Modeling Software 

is an emission factor model for predicting gram per mile emissions of VOC, CO, NOx, CO2, PM, and toxics 

from cars, trucks, and motorcycles under various conditions. The modeling results are the predicted 

worst case maximum CO concentration at each intersection and rail road crossing. These predicted 

worst case concentrations were compared to the CO NAAQS.

Tables 3-1.7 and 3-1-8 list the three highest traffic volume intersections around the stations and rail 

road crossings along the FEC corridor for the existing condition (2012), the opening year (2015) and the 

build out year (2035), respectively. Appendix F presents an example of the detailed modeling results.31 

The traffic volumes were provided by AAF’s traffic engineers. Based on the “CO Florida 2004” screening 

model, all three intersections and rail road crossings in all three years “passed” (i.e., traffic did not 

produce emissions exceeding air quality criteria). Therefore, according to the “CO Florida 2004” 

guidance, no further CO hotspot modeling is required and the proposed Preferred Build Project 

Alternative would have no project-level/hotspot impact on air quality.

 

30 A Florida-Specific CO screening Model for Air Quality Analysis of Transportation Projects, September 2004; EPA CAL3QHC model (embedded 

in CO Florida 2004) guidelines, September 1995.

31 If desired for review, further modeling results will be made available upon request.
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Table 3-1.7

Highest Traffic Volumes and Modeling Results for Intersections in the Vicinity of the Station

Station Roadway AADT CO Florida Results

2012

Existing

2015 2035 2012 2015 2035

West Palm 

Beach

Okeechobee Blvd 

– Tamarind Ave to 

Dixie Hwy (E-W)

8-lanes

40,000 B = 46,660

P = 251

T = 46,851

B = 90,500

P = 251

T = 90,751

Pass Pass Pass

Tamarind Ave –

Okeechobee Blvd 

to Banyan Blvd/1st

St (N-S)

5-lanes

14,800 B = 16,400

P = 117

T = 16,517

B = 27,300

P = 117

T = 27,417

Pass Pass Pass

Fort 

Lauderdale

Broward Blvd –

NW 9th Ave to Ave 

of the Arts (E-W)

6-lanes

57,000 B = 58,700

P = 96

T = 58,796

B = 70,100

P = 96

T = 70,196

Pass Pass Pass

Ave of the Arts –

Broward Blvd to 

NW 6th St (N-S)

4-lanes

16,800 B = 19,600

P = 96

T = 19,696

B = 38,400

P = 96

T = 38,496

Pass Pass Pass

Miami NE 6th St – 2

nd Ave 

to US 1 (E-W)

3-lanes

23,700 B = 25,000

P = 530

T = 25,530

B = 31,200

P = 530

T = 31,730

Pass Pass Pass

US 1 – NE 6th St to 

NE 10th St (N-S)

8-lanes

44,000 B = 46,600

P = 1,060

T = 47,660

B = 59,400

P = 1,060

T = 60,460

Pass Pass Pass

B = Background traffic

P = Project related traffic

T = Total traffic (B + P)

Table 3-1.8

Highest Traffic Volumes and Modeling Results for Rail Road Crossings

County Crossing AADT CO Florida Results

2012

Existing

2015 2035 2012 2015 2035

Palm Beach 

County

Linton Blvd @ 

Dixie Hwy/FEC RR

6 lanes

29,100 30,000 35,900 Pass Pass Pass

Brower 

County

Hillsboro Blvd @ 

FEC RR

6 lanes

45,784 47,200 56,000 Pass Pass Pass

MiamiDade 

County

US 1 Biscayne Blvd 

@ FEC RR

6 lanes

17,654 18,200 22,700 Pass Pass Pass
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In summary with regard to air quality, none of the alternatives considered within this EA, including the 

No-Build Alternative and Preferred Build Project Alternative, would have a significant impact on current 

or future air quality standards or lead to the establishment of a non-attainment area. Further, the 

Preferred Build Alternative would potentially improve the air quality in the region by diverting vehicles 

from the roads and highways in South Florida between West Palm Beach and Miami.

3.1.2 Water Quality 

Analysis of water quality includes surface waters, sole source aquifers, and well-field protection zones. 

Because the project will utilize an existing rail corridor, the proposed mainline improvements will not 

increase the existing impervious surface area or alter the existing drainage system. The original 

construction of the corridor included two rail lines. The majority of the original second line was removed 

sometime in the past, but the track bed remains. This project proposes reconstruction of the second 

line on the existing track bed as illustrated in Figures 1-0.1 and 1-0.2. The reconstruction of the second 

rail line within the existing roadbed does not create new impervious area. Adjacent surface drainage is 

also not impacted with the reconstruction of the second line. Existing cross drainage facilities on the 

adjacent roadways span the entire right-of-way width and will not require modification to account for 

the installation of the rail line on existing roadbed. Appendix E includes a track chart of the proposed 

improvements and the existing cross drainage facilities.

Improvements associated with the proposed station alternatives in Miami and Fort Lauderdale will 

include minor changes to impervious surface areas for the proposed stations, parking facilities, and 

platforms as outlined in Table 3-1.9. Because there will be little change in the pre versus post runoff 

condition in these cases, no, or minimal, upgrades to existing off-site municipal drainage systems

(conveyance structures) are anticipated as a result of the proposed stations and facilities. 

In the case of the Preferred Build Station Alternative for West Palm Beach, there will be a significant 

change in the pre versus. Post runoff condition due to a necessary increase in impervious area. As such, 

an adequate on-site drainage system will be developed to mitigate any net off-site impacts. Based on 

the local geology and topography, on-site drainage is feasible with conventional drainage and the best 

management practices defined below. 

For Miami, Fort Lauderdale and West Palm Beach, the existing off-site drainage systems in the vicinity of 

all the proposed stations are located in urban areas and primarily consist of surface infiltration and 

runoff to street drainage. Because on-site drainage improvements will be proposed at all station 

alternatives, none of the alternatives considered within this EA, including the No-Build Alternative and

the Preferred Build Project Alternative, would be expected to permanently impact off-site drainage 

systems or water resources. Further, any temporary impacts resulting from construction of all

alternatives considered, including the Preferred Build Project Alternative, would cease when 

construction was completed and would be minimized by best management practices as required by the 

South Florida Water Management District (SFWMD) (Chap. 40A though E, -4, -40,-42, and/or -44). 

SFWMD water quality criteria require on-site retention of the first inch of stormwater runoff from the 

entire site area or 2.5 times the percentage of impervious area, whichever is greater. In South Florida, 

the best management practices used to accommodate for these retention criteria and also meet 

permitting requirements are:
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 Surface infiltration through swales or ditches;

 Installation of underground French drain systems to drain water into the superficial aquifer or 

water table;

 Deep injection wells to drain water via gravity or pumping to the deeper G-III aquifer (only 

permissible outside of well-field protection areas and east of the salt-water intrusion line); 

and/or

 Retention ponds

Due to the urban nature of the alternatives considered within this EA, including the No-Build Alternative

and the Preferred Build Project Alternatives, retention ponds have been ruled out as a preferred 

method of drainage and a combination of French drains and injection wells will be used as best 

management practices to meet the water quality criteria (all alternatives considered within this EA, 

including all Preferred Build Station Alternative, are located east of the current salt water intrusion 

line). 

In summary, because the potential temporary impacts to water quality will be avoided and/or

minimized through the foregoing best management practices and permitting requirements, no adverse 

impact is expected due to construction of any of the alternatives considered within this EA, including the 

Preferred Build Project Alternative.
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Table 3-1.9

Pre- and Post-Drainage Conditions

Station 

Alternative

Pre-Construction Post-Construction Stormwater Facility Features

%

Pervious

% 

Impervious

% 

Pervious*

% 

Impervious

West Palm 

Beach

(North)

85 15 5 95 On-site drainage system to mitigate 

off-site impacts, including additional 

French drains and drainage wells to 

address excess water quantity in 

addition to those required for BMP’s. 

West Palm 

Beach 

(Central)

Preferred 

Station 

Alternative

65 35 5 95 On-site drainage system to mitigate 

off-site impacts, including additional 

French drains and drainage wells to 

address excess water quantity in 

addition to those required for BMP’s. 

Retention pond is feasible on this site 

for added capacity

Fort 

Lauderdale

(North)

Preferred 

Station 

Alternative

10 90 5 95 Minimal impact to existing site 

permeability. French Drains and 

drainage wells will be implemented as 

BMP’s to meet water quality criteria.

Fort 

Lauderdale 

(South)

5 95 5 95 No impacts to existing site 

permeability. French Drains and 

drainage wells will be implemented as 

BMP’s to meet water quality criteria.

Miami 

(South At 

Grade)

5 95 10 90 No impacts to existing site 

permeability. French Drains and 

drainage wells will be implemented as 

BMP’s to meet water quality criteria.

Miami 

(Central 

Elevated)

Preferred 

Station 

Alternative

5 95 10 90 No impacts to existing site 

permeability. French Drains and 

drainage wells will be implemented as 

BMP’s to meet water quality criteria.

*Based on minimum city landscape requirements QDB-8, West Palm Beach; Sec. 47-21.5 Ft. Lauderdale; Article 8, Miami 21.
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3.1.2.1 Surface Water Quality

Chapter 62-303, F.A.C., defines the verified impaired water bodies within Florida. Applying this 

definition, the following eleven surface water bodies in the study area are impaired:

 West Palm Beach Canal (C-51),

 Hidden Valley Canal (C-15),

 Cypress Creek Canal (C-14),

 Middle River,

 New River,

 Dania Cutoff Canal,

 Oleta River,

 Snake Creek/Royal Glades Canal (C-9),

 Arch Creek,

 Biscayne Park Canal (C-8), and

 Little River (C-7)

Impairments to the above named water bodies include copper, dioxin, dissolved oxygen, fecal coliforms, 

mercury, and nutrients. 

All of the alternatives considered within this EA, including the No-Build Alternative and Preferred Build 

Station Alternatives for station sites at West Palm Beach, Fort Lauderdale, and Miami lie within 

designated impaired basins for fecal coliform or mercury (inside fish tissue) (Table 3-1.10).

Table 3-1.10 Station Alternatives - Impaired Water Bodies

Station Alternative Surface Water Receptor Impaired 

WBID

Impairments

West Palm Beach North Lake Worth Lagoon (Northern 

Segment)

3226E1 Mercury (In Fish Tissue)

West Palm Beach 

Central

Lake Worth Lagoon (Northern 

Segment) & Clear Lake Drain

3226E1 Mercury (In Fish Tissue)

Ft. Lauderdale North New River Canal (South) 3277A Fecal Coliform

Ft. Lauderdale South New River Canal (South) 3277A Fecal Coliform

Miami At Grade C-6/Miami River (Lower Segment) 3288B Mercury (In Fish Tissue)

Miami Elevated C-6/Miami River (Lower Segment) 3288B Mercury (In Fish Tissue)

The nutrient/bacteria impairments for the identified impaired water bodies require discharges into 

these water bodies to meet higher water quality standards (see Appendix F-1). Additional discharge 

treatment may be required to meet these higher standards.
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The Project will be designed to meet these additional water quality standards in order to secure the 

necessary permits from SFWMD to discharge into an impaired water body. Consequently, the 

alternatives considered within this EA, including the No-Build Alternative and the Preferred Build 

Project Alternative, will not cause significant impacts to surface water quality. Construction activities 

are also regulated by the Florida Department of Environmental Protection (FDEP) via the National 

Pollutant Discharge Elimination Program (NPDES). This ensures no significant impact to surface water 

quality as a result of stormwater discharges from temporary construction activities.

3.1.2.2 Sole Source Aquifer

The Safe Drinking Water Act (Public Law 93-523, as amended) requires protection of sole-source 

aquifers. All alternatives considered within this EA, including the No-Build Alternative and the Preferred 

Build Station Alternatives, are over the sole source Biscayne Aquifer. Minor mainline modifications as 

described in Section 2 are required to accommodate the increase in train speeds and the replacement of 

the second rail on existing base material. The proposed improvements will not change the existing 

runoff points of discharge, nor significantly increase the existing amount of impervious area, or the 

pollutant loading of the runoff. Potential water quality impacts resulting from erosion and 

sedimentation will be controlled in accordance with best management practices. SFWMD 

Environmental Resource Permit (ERP) requirements protect the discharge water quality, which in turn 

avoids impact. Therefore, none of the alternatives considered within this EA, including the No-Build

Alternative and the Preferred Build Project Alternative, would impact sole source aquifers.

3.1.2.3 Wellfield Protection Zones

All alternatives considered within this EA, including the No-Build Alternative and the Preferred Build 

Station Alternatives, reside in counties (Miami-Dade, Broward, and Palm Beach) that have policies and 

regulations, in the form of wellfield protection ordinances, to protect drinking water supplies from 

contamination. Wellfield protection criteria is found in Chapter 24, Section 43 of the Miami-Dade 

County Code; Article XIII, Section 27 of the Broward County Natural Resource Protection Code, and 

Article 14, Chapter B of the Palm Beach County Unified Land Development Code. Wellfield protection 

zones are delineated by computer models and depict the time it takes a theoretical contaminant to 

travel from the point it enters the ground to a supply well.

Although none of the considered station locations lie within any wellfield protection zones, the FEC 

corridor within Broward and Palm Beach Counties travels through several wellfield protection zones 

(Figure 3-1.1). In both of these counties, the transportation of any regulated substance through the 

wellfield protection zones is exempt from the provisions of the referenced chapters, provided that the 

transporting vehicle is in continuous transit. In addition, construction activities in general within 

wellfield protection zones are exempt as long as best management practices are implemented. The 

proposed Project would comply with all local ordinances for protection of the wellfields, including 

those noted above; therefore, none of the alternatives considered within this EA, including the NoBuild Alternative and the Preferred Build Project Alternative, would impact wellfield resources.
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Figure 3-1.1. Wellfield Protection Areas
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3.1.3 Waterbodies and Waterways

As summarized in Table 3-1.11, from north to south through the study area the FEC corridor crosses 15 

waterways, eight of which support navigation as defined in 33 CFR Ch. 1, §2.36. Only one of the 15 

waterways has a special designation and six of the crossings are over the US Army Corps of Engineers 

(USACE) Central and Southern Florida (C&SF) flood control projects.

The No-Build Alternative would not impact waterbodies and waterways (including wetlands). The 

Preferred Build System Alternative includes system improvements only within the existing FEC ROW. 

No modifications to FEC bridges within waterbodies and waterways with the potential to affect 

navigation are proposed, given that the proposed modifications to existing bridges include only deck 

work necessary to support second track reinstallation at three bridge locations. Potential impacts to 

waterbodies and waterways as a result of the system alternatives considered within this EA, including 

the No-Build Alternative and the Preferred Build System Alternative, are not significant and are 

discussed in the following subsections. 

None of the alternatives considered within this EA for the stations, including the No-Build Alternative

and the Preferred Build Station Alternatives, has the potential to impact waterbodies and waterways 

because no waterbodies or waterways exist at any of the proposed station sites. 

In light of the foregoing, potential impacts to waterbodies and waterways as a result of the Preferred 

Build Project Alternative are not significant as discussed in the following subsections.

Table 3-1.11 Waterbody and Waterway Crossings

Waterbody/Waterway Navigable Special 

Designation

Federal Waterway 

Project

West Palm Beach Canal (C-51) N N Y

Boynton Beach Canal (C-16) N N Y

Hidden Valley Canal (C-15) N N Y

Hillsboro Canal Y N N

Cypress Creek Canal (C-14) N N Y

North Fork Middle River (C-13) Y N Y

South Fork Middle River Y N N

New River Y N N

Tarpon River Y N N

Dania Cutoff Canal Y N N

Oleta River Y Y N

Snake Creek/Royal Glades Canal (C-9) N N Y

Arch Creek N N N

Biscayne Park Canal (C-8) Y N N

Little River (C-7) N N N
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3.1.3.1 Navigation

The Rivers and Harbors Act of 1899 and the General Bridge Act of 1946 give the U.S. Coast Guard (USCG) 

and the United States Army Corps of Engineers (USACOE) the authority to protect navigable waters of 

the United States. Navigable waters of the United States are defined as those waters that are subject to 

the ebb and flow of the tide landward to the mean high water line, and/or all waters which are presently 

used, or have been used in the past or may be susceptible to use to transport interstate or foreign 

commerce. The FEC corridor traverses eight waterways that are considered navigable waters. The 

bridges fall under the jurisdiction of the USCG as identified in Exhibit 3-1.5. Jurisdiction over other 

navigable waters falls under the USACOE. 

No changes to the bridges are proposed for the mainline improvements directly within any waterbodies 

or waterways; therefore, no changes to the navigation clearances are proposed. In instances where 

bridges currently only have a single track, the rail line will transition with a #24 turnout on each end of 

the bridge to a single track 100 feet prior to and after the bridge. With no bridge modifications or 

replacements proposed directly within any waterbodies or waterways; no involvement with USCG is 

anticipated unless warranted during the design phase of the Project, at which point coordination with 

USCG will continue through the design of the project and issuance of permits, if any. 

Therefore, none of the alternatives considered within this EA, including the No-Build Alternative and the

Preferred Build Project Alternative, would impact navigation.

3.1.3.2 Special Designations

FDEP classifies existing surface waters according to a targeted designated use and then defines impaired 

water bodies based on observed water quality conditions. Chapter 62- 302, F.A.C., defines Class I waters

(designated potable water supplies), Class II waters (shellfish propagation or harvesting), and 

Outstanding Florida Waters (OFW). OFWs may include aquatic preserves, state reserves/preserves, and 

National Wild and Scenic River Systems, among other general categories. The remaining surface water 

bodies are Class III (recreation, propagation, and maintenance of a healthy, well-balanced population of 

fish and wildlife).

As noted in Table 3-1.5, the FEC corridor passes over several identified waterways. One of the existing 

FEC corridor bridges crosses over the Oleta River, which is part of the Biscayne Bay Aquatic Preserve and 

is the only waterway with special designation. None of the alternatives considered within this EA, 

including the No-Build Alternative and the Preferred Build Station Alternatives, will have a permanent 

impact on the aquatic preserve because no bridge-related work or construction is proposed directly 

within any waterbodies or waterways, including the Oleta River. Moreover, any special attention that 

may be required on account of Oleta’s River special designation would be minimized by the required 

compliance with the State Environmental Resource Permit (ERP) required for construction related to 

water quality and quantity on account of the Oleta’s River; therefore, the Preferred Build Project

Alternative will result in no effect to the involved waterway as a result of temporary construction 

activities. 
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The alternatives considered within this EA, including the No-Build Alternative and the Preferred Build 

Station Alternatives for each city and the adjoining areas do not include waters with special 

designations. During the design phase of the Project, further coordination with SFWMD will occur to 

ensure the ERP requirements include best management practices during construction to preserve (or 

enhance) the water quality within surface waters.

In summary, none of the alternatives considered within this EA, including the No-Build Alternative and 

Preferred Build Project Alternative, would permanently impact waterbodies or waterways. Further, 

because any potential temporary impacts will be avoided and/or minimized by following best 

management practices and permitting requirements, no adverse impact is expected due to construction 

of any of the alternatives considered within this EA, including the Preferred Build Project Alternative.

3.1.4 Floodplains

In accordance with Executive Order 11988 “Floodplain Management” as amended by Executive Order 

12148, USDOT Order 5650.2, and Title 23, Code of Federal Regulations (23 CFR) Part 635A, the Project 

Area was evaluated for possible impacts to floodplains. Based on the Federal Emergency Management 

Agency (FEMA) Flood Insurance Rate Maps (FIRMs), including available updates, portions of the FEC 

ROW are within mapped 100-year floodplains as summarized in Table 3-1.12 and shown in Figure 3-1.2. 

As detailed below, none of the alternatives considered within this EA, including the No-Build Alternative

and the Preferred Build Project Alternative, would permanently impact 100-year floodplains.

For example, the No-Build Alternative would have no impact on existing 100-year floodplains. Further 

the Preferred Build System Alternative is not anticipated to significantly impact floodplains. Any 

improvements on the mainline would occur within existing FEC ROW at existing flood elevations; 

therefore, although this Preferred Build System Alternative could involve work within the horizontal 

limits of the 100-year floodplain in areas throughout the FEC corridor, no work would be performed 

below the 100-year flood elevation and, as a result, this Preferred Build System Alternative would not 

encroach upon the base floodplain. Similarly, any modifications to drainage structures included in this 

Preferred Build System Alternative would result in an insignificant change in their capacity to carry 

floodwater. These changes would cause minimal increases in flood heights and flood limits. These 

minimal increases would not result in any significant adverse impacts or any significant change in flood 

risks or damage. 
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Therefore, the potential for floodplain impact due to the Preferred Build System Alternative is minimal 

and the Preferred Build System Alternative is not anticipated to cause significant floodplains impacts. 

No bridge modifications or new bridge structures are proposed directly within any waterbodies or 

waterways; therefore, no regulated floodways are affected by the proposed improvements.

Table 3-1.12

FEC Corridor Right-of-Way within the 100-year Floodplain

County Within 100 ft Right-of-Way

(Acres)

Palm Beach 1.3

Broward 121.7

Miami-Dade 22.2

Source: Palm Beach FEMA FIRM 1996 

Broward FEMA FIRM 1996

Miami-Dade FEMA FIRM 2009

For West Palm Beach, none of the alternatives considered within this EA, including the No-Build 

Alternative and the Preferred Build Station Alternative, are located within mapped 100-year 

floodplains. 
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Figure 3-1.2

Floodplains
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Similarly, for Miami, none of the alternatives considered within this EA, including the No-Build 

Alternative and Preferred Build Station Alternative, are located within mapped 100-year floodplains. 

For Fort Lauderdale, all alternatives considered within this EA, including the No-Build Alternative and 

the Preferred Build Station Alternative, are located within mapped 100-year floodplains. Specifically, 

the North option, which is the Preferred Build Station Alternative for this location, would occupy 

approximately 2.8 acres and the South option would occupy approximately 4.8 acres. Under both 

alternatives considered for the station in Fort Lauderdale, improvements will be made within the 

existing FEC ROW and/or on property already developed above the 100-year floodplain. Under both 

alternatives, any impacts to flood elevations will be addressed by applying the FDOT’s drainage design 

standards and following the SFWMD procedures to achieve results that will not increase or significantly 

change the flood elevations and/or limits. Although the work under both alternatives considered for the 

station in Fort Lauderdale would involve work within the FEMA-mapped floodplain, work is not expected 

to impact the function of the 100-year floodplain since work is generally expected to be above the 100-

year floodplain elevation, given the developed nature of the alternative sites considered in this EA 

within Fort Lauderdale. If work is found to be necessary below the 100-year elevation, mitigation of any 

flood management impacts will be required and undertaken as part of the necessary ERP process, 

resulting in no significant impact to regulated floodplains under either of the alternatives considered in 

this EA for Fort Lauderdale. 

The VMF (existing Fort Lauderdale FECR Railyard) is also not located within mapped 100-year 

floodplains, and as such, the Preferred Build Project Alternative’s proposed use of the VMF for the 

maintenance will not have a significant impact on floodplains. 

As the above analysis cumulatively indicates, none of the alternatives considered within this EA, 

including the No-Build Alternative and the Preferred Build Project Alternative, would result in

significant impact to floodplains.

3.1.5 Wetlands

Executive Order 11990, Protection of Wetlands, was signed in 1977 in furtherance of NEPA, as amended, 

to avoid adverse impacts from destruction or modifications of wetlands and to avoid new construction 

in wetlands wherever there is a practicable alternative. In addition, Sections 401, 402, and 404 of the 

Clean Water Act (CWA) provide protections for Waters of the United States including wetlands. 

Jurisdictional wetlands in the study area were identified using National Wetlands Inventory (NWI) 

mapping and SFWMD Land Use mapping. Qualified wetland biologists surveyed the rail line ROW and 

proposed station locations to identify potential wetland areas not represented on mapping resources. 

Detailed wetland information, including quantities and maps, is included in the Wetland Evaluation 

Technical Memorandum included in Appendix G.

Based on the current NWI and SFWMD mapping, there are no jurisdictional wetlands that exist within 

the FEC ROW. However, based on field investigations conducted on July 13, 2012 and review of aerial 

photography, new wetland boundaries were mapped within the FEC ROW in three locations as shown in 
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Table 3-1.13 and the following photographs. Each one of these newly mapped wetlands within the FEC 

ROW individually represents less than 1/3 acre and total less than 1/2 acre. 

The wetlands that exist adjacent to or abutting the FEC ROW are limited to sporadic fringe mangrove 

wetlands, associated in most cases, with larger wetland systems (waterways). The fringe mangrove 

wetlands are along the perimeter edge of the ROW and no work is proposed in the immediate vicinity of 

these wetlands. It is anticipated that any intrusion into these edge wetlands will be avoided or 

minimized through project design, such as using cross-sections of minimum practicable width to fully 

avoid intrusion. No bridge modifications or bridge replacements are proposed for the mainline directly 

within any waterbodies or waterways, and any mainline modifications to accommodate the increase in 

train speeds or additional capacity (proposed areas of double tracking) will occur within the existing FEC 

ROW, predominately on already established trackbed. There are no planned modifications to wetlands 

as a result of the bridge rehabilitation under the Preferred Build Project Alternative. Furthermore, best 

management practices would be employed during construction to avoid temporary impacts to the 

wetland systems. 

Discharges of fill material into waters of the United States require the authorization of the USACE. 

Although not anticipated, any wetland impacts that would result from the construction of this Preferred 

Build Project Alternative would be mitigated pursuant to S. 373.4137 F.S. to satisfy all mitigation 

requirements of Part IV, Chapter 373, F.S. and 33 U.S.C. §1344. Any wetlands mitigation requirements 

would be coordinated further during permitting. Because of the wetland mitigation required for state 

and federal permit efforts, the total potential wetland impact (less than 0.5 acre) would not be 

significant. 

Coordination with the USACE and SFWMD is ongoing and will continue through the design phase and 

permitting issuance. As the improvements within the existing ROW corridor approach final designs, a 

meeting between FRA staff, consultants, and USACE representatives from the Jacksonville District will be 

held to determine what information is necessary for the USACE to determine what, if any, permit 

(including Nationwide Permit 14) might be necessary for the Preferred Build Project Alternative and if 

there are any impacts to waters of the United States, whether mitigation should be required.

As the above analysis cumulatively indicates, none of the alternatives considered within this EA, 

including the No-Build Alternative and the Preferred Build Project Alternative, would result in 

significant or permanent impacts to wetlands. In addition, because wetlands were not identified in 

association with any of the Preferred Build Station Alternatives considered within this EA, that aspect of 

the Preferred Build Project Alternative would not have impacts on any wetland systems. In summary, 

therefore, the overall Preferred Build Project Alternative is not anticipated to have significant impacts 

on wetland systems.
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Table 3-1.13

Wetlands within FEC ROW

County Milepost Acres 

within 

FEC ROW

Location Comment

Broward 338.5 0.07 East edge of ROW abutting 

Colohatchee Park boundary

No proposed bridge work; Proposed 

double track on opposite side.

0.06 West edge of ROW near Middle 

River (South Fork) bridge (A)

No proposed bridge work

MiamiDade353.7 0.05 West edge of ROW near Oleta 

River bridge. (B)

No proposed bridge work or double 

tracking

MiamiDade354.3 0.29 East edge of ROW between NE 

172 St and Snake Creek Canal (C) 

Proposed double track on opposite 

side. Wetland restoration site.

Total 0.47

Middle River – South Fork (A) Oleta River (B) NE 172nd Street and Snake Creek 

Canal (C)
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3.1.5.1 Essential Fish Habitat

The alternatives considered within this EA, including the No-Build Alternative and the Preferred Build 

Project Alternative, were evaluated for potential impacts to Essential Fish Habitat (EFH) as required by 

the Magnuson-Stevens Fishery Conservation and Management Act of 1976, as amended through 1996 

(Magnuson-Stevens Act). The 1996 amendments to the Magnuson-Stevens Act set forth a number of 

mandates for the National Marine Fisheries Service (NMFS), eight regional Fishery Management Councils 

(FMCs), and other federal agencies to identify and protect important marine and anadromous fish 

habitat. The EFH identified in Fishery Management Plan Amendments of the South Atlantic FMC 

includes estuarine areas, estuarine emergent wetlands, estuarine scrub/shrub mangroves, submerged 

aquatic vegetation, oyster reefs and shell banks, intertidal flats, palustrine emergent and forested 

wetlands, aquatic beds and estuarine water column. 

The rules also direct FMCs to consider a second, more limited habitat designation for each species in 

addition to EFH. Habitat Areas of Particular Concern (HAPCs) are described in the rules as subsets of EFH 

which are rare, particularly susceptible to human-induced degradation, especially ecologically 

important, or located in an environmentally stressed area. In general, HAPCs include high value 

intertidal and estuarine habitats, offshore areas of high habitat value or vertical relief, and habitats used 

for migration, spawning and rearing of fish and shellfish. 

EFH and HAPCs within the Project Area are associated with the waterways and bridge crossings are as 

identified in Table 3-1.14. No bridge modifications or bridge replacements are proposed for the mainline 

directly within any waterbodies or waterways, and any mainline modifications to accommodate the 

increase in train speeds or additional capacity (proposed areas of double tracking) will occur within the 

existing FEC ROW, predominately on already established trackbed. 

In addition, all proposed track transitions would occur at least 100 feet upstream and downstream of 

the single track bridges; therefore, no impacts to existing shorelines related to installation of additional 

track/track support structures are anticipated.

EFH and HAPCs are found throughout portions of the study area for the following species as shown in 

Table 3-1.12:

 Snapper Grouper Complex: Includes 21 species of sea bass and groupers (family Serranidae), the 

wreckfish (Polyprion americanus), 14 species of snappers (family Lutjanidae), 9 species of 

porgies (family Sparidae), 11 species of grunts (family Haemulidae), 8 species of jacks (family 

Carangidae), 3 species of tilefishes (family Malacanthidae), 3 species of triggerfishes (family 

Balistidae), 2 species of wrasses (family Labridae), and the Atlantic spadefish (Chaetodipterus 

faber).

 Penaeid Shrimp: Includes White shrimp (Litopenaeus setiferus), Pink shrimp (Farfantepenaeus 

duorarum), Brown shrimp (Farfantepenaeus aztecus), Rock shrimp (Sicyonia brevirostris), and 

Royal red shrimp (Pleoticus robustus).

 Spiny Lobster: (Panulirus argus).
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Table 3-1.14

Project Area - Essential Fish Habitat

County Location EFH Type HAPC Type Potential

Effect

Palm Beach Boynton Beach Canal (C-16) Penaeid Shrimp, 

Spiny Lobster

- None

Broward Hillsboro Canal Penaeid Shrimp, 

Spiny Lobster

Snapper Grouper 

Complex

None

Cypress Creek Canal (C-14) Spiny Lobster - None

Middle River (North Fork) Spiny Lobster - None

Middle River (South Fork) Spiny Lobster - None

New River Spiny Lobster - None

Tarpon River Spiny Lobster - None

Dania Cut-off Canal Spiny Lobster - None

Miami-Dade Oleta River Penaeid Shrimp, 

Spiny Lobster

- None

Arch Creek Spiny Lobster - None

Biscayne Park Canal (C-8) Penaeid Shrimp, 

Spiny Lobster

- None

Little River (C-7) Penaeid Shrimp - None

Source: NMFS Southeast Region Habitat Conservation Division

South Atlantic Fishery Management Council Habitat and Ecosystem Internet Map Server (IMS)

None of the alternatives considered in this EA, such as the Preferred Build System Alternative and the 

Preferred Build Station Alternatives (which includes the VMF at the existing Fort Lauderdale VMF 

currently used by FECR) contain EFH or HAPCs. 

In summary, none of the alternatives considered within this EA, including the No-Build Alternative and 

the Preferred Build Project Alternative, would result in significant impact to EFH or HAPCs. 

3.1.6 Coastal Zones

Congress enacted the Coastal Zone Management Act (CZMA) in 1972 to “preserve, protect, develop, and 

where possible, to restore and enhance the resources of the nation’s coastal zone” (16 U.S.C., § 1452). 

The CZMA encouraged coastal states to develop management programs, which if approved by the 

National Oceanic and Atmospheric Administration (NOAA), would authorize those individual states to 
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review certain federal activities for consistency with the CZMA. In accordance with the CZMA, the 

Florida Coastal Management Program (FCMP) was approved by NOAA in 1981 and is codified at Chapter 

380, Part II, F.S., with the FDEP as the lead agency with coordination through the Florida State 

Clearinghouse. 

The Florida State Clearinghouse has reviewed a similar project entitled, South Florida East Coast Corridor 

Transit Analysis, with project extents or limits that coincide with this particular Preferred Build Project 

Alternative in November 2006. The former project was determined to be consistent with the FCMP 

and, based on recent discussions (August 30, 2012) with Laura P. Milligan, Environmental Manager of 

the Florida Department of Environmental Protection’s (FDEP) Florida State Clearinghouse (see 

correspondence in Appendix L), the consistency determination would still be valid for this Preferred 

Build Project Alternative because the Project Area is fully encompassed in that certain project area that 

was found consistent in 2006 and there have been no relevant changes in the CZMA or FCMP criteria

that would affect that determination. The Preferred Build Project Alternative proposed by AAF is, 

therefore, consistent with the FCMP. 

In light of the foregoing, none of the alternatives considered within this EA, including the No-Build 

Alternative and the Preferred Build Project Alternative, would result in significant impact to coastal 

zones. 

The Coastal Barrier Resources Act (CBRA), Public Law 97-348 (96 Stat. 1653; 16 U.S.C. 3501 et seq.), 

enacted October 18, 1982, designated various undeveloped coastal barrier islands, depicted by specific 

maps, for inclusion in the Coastal Barrier Resources System. Coastal barrier resources are associated 

with unconsolidated shorelines and are on the east side of the Intracoastal Waterway; therefore, none 

of the alternatives considered within this EA, including the No-Build Alternative and the Preferred Build 

Project Alternative, would have potential involvement with, and will not impact any, coastal barrier 

resources.
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3.1.7 Noise and Vibration 

The noise and vibration limits chosen for construction and operation of the Preferred Build Project 

Alternative satisfy the federal guidelines of the Federal Transit Administration (FTA)

32 for train and rail 

facility operations, along with those of the Federal Highway Administration (FHWA) as defined for 

Florida application by the FDOT for traffic noise. With regard thereto, as detailed in Section 3.0, it 

should be noted that for purposes of noise and vibration analysis hereunder, the No-Build Alternative

takes into account the existing conditions, as well as projected growth in freight activity along the 

existing FEC corridor, but excludes the introduction of a passenger rail system while the Preferred Build 

Project Alternative takes into account the existing conditions, as well as the aggregate impacts of the 

Preferred Build System Alternative and the Preferred Build Station Alternatives, but excludes the 

projected growth in freight activity along the existing FEC corridor that is considered as part of the NoBuild Alternative.

3.1.7.1 Methods for Evaluation of Impacts

The analysis of noise and vibration impacts used design information for the proposed alignment of the 

Preferred Build Project Alternative and regional rail and traffic data. The FTA Guidance Manual provides 

guidelines for establishing the extent of the study area to be used for the noise and vibration impact 

analyses. It also provides guidance for identifying noise sensitive locations where increased annoyance 

can occur from train pass-bys. The methodology followed by the noise and vibration analysts is 

described below.

Noise and Vibration Sensitive Receptors

The noise sensitive receptors for the analysis of all alternatives considered within this EA, including the 

No-Build Alternative and the proposed Preferred Build Project Alternative, include relevant receptors 

that are defined by FTA criteria. The number of receptors potentially impacted have been determined 

using FTA’s general assessment guidelines, including comparing existing with future noise levels and 

rating impacts. The vibration impact assessment uses the FTA general assessment procedure of 

determining if absolute vibration limits will exceed specified thresholds at vibration sensitive receptors.

Operations Noise

The descriptors and criteria for assessing noise impacts vary according to land use categories adjacent to 

the track. For land uses where people live and sleep (e.g., residential neighborhoods, hospitals, and 

hotels), Ldn is the assessment parameter. Ldn is the day-night average level, which is the energyaveraged sound level for a continuous 24-hour period with 10 dBA added to all levels occurring between 

10 PM and 7 AM (to account for the added sensitivity to sounds during normal sleeping hours). For 

other land-use types where there are noise sensitive uses (e.g., outdoor concert areas, schools, and 

libraries), the equivalent (energy-averaged) noise level for an hour of noise sensitivity (Leq[h]) that 

coincides with train activity is the assessment parameter. Table 3-1.15 summarizes the three land use 

categories.

 

32 FTA. Transit Noise and Vibration Impact Assessment. USDOT Report Number FTA-VA-90-1003-06, May 2006.
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Table 3-1.15

FTA Noise-Sensitive Land Uses

Land Use 

Category

Noise Metric, dBA Land Use Category

1 Outdoor Leq(h)(a) Tracts of land where quiet is an essential element in their 

intended purpose. This category includes lands set aside for 

serenity and quiet, such as outdoor amphitheaters, concert 

pavilions, and National Historic Landmarks with significant 

outdoor use.

2 Outdoor Ldn Residences and buildings where people normally sleep. This 

category includes homes and hospitals, where nighttime 

sensitivity to noise is of utmost importance.

3 Outdoor Leq(h)(a) Institutional land uses with primarily daytime and evening use. 

This category includes schools, libraries, and churches, where it is 

important to avoid interference with such activities as speech, 

meditation, and concentration. Buildings with interior spaces 

where quiet is important, such as medical offices, conference 

rooms, recording studios, and concert halls fall into this category, 

as well as places for meditation or study associated with 

cemeteries, monuments, and museums. Certain historical sites, 

parks, and recreational facilities are also included.

Source: FTA 2006

(a)Leq for the noisiest hour of transit-related activity during hours of noise sensitivity.

The noise impact criteria used by the FTA are ambient-based; the increase in future noise (future noise 

levels with the Preferred Build Project Alternative added to existing noise levels) is assessed rather than 

the noise caused by each passing train. The criteria specify a consideration of future project noise with 

existing levels because this analysis with an existing condition considers annoyance due to the change in 

the noise environment caused by the Preferred Build Project Alternative. Figure 3-1.3 shows the FTA 

noise impact criteria for human annoyance. Depending on the magnitude of the cumulative noise 

increases, FTA categorizes impacts as (1) no impact; (2) moderate impact; or (3) severe impact. Severe 

impact is where a significant percentage of people would be highly annoyed by the project’s noise. 

Moderate impact is where the change in cumulative noise level would be noticeable to most people, but 

may not be sufficient to generate strong, adverse reactions.
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Figure 3-1.3

FTA Noise Impact Criteria

Source: FTA 2006
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The following assumptions and methodologies were used to establish existing noise levels at the 

alignment of the Preferred Build Project Alternative for consideration of all alternatives, including the 

No-Build Alternative:

 Freight Train Noise – Calculations based on the FTA Guidance Manual for train operations 

including warning horns, and the following assumptions, with the freight operation condition 

based on current year (2012) operations:

o Operations – 10 through-freight trains and 4 local trains per day.

o Speeds – 31.3 mph in Miami-Dade County; 30.5 mph in Broward and Palm Beach 

Counties.

o Length – 2 locomotives per train; length of each locomotive at 89 feet; length of each 

freight car at 79 feet; total train set length at approximately 8,837 feet.

o Horns – 1⁄4-mile from each crossing affected by warning horns.

 Freight Train Crossing Signal Noise – The crossing signal noise would be more than 10 dBA less 

than the warning horn noise at the same receiver. According to the FTA guidelines, horns 

generate sound exposure levels of 110 dBA at 50 feet while a 2-minute crossing signal generates 

a sound exposure level of 94 dBA at 50 feet. Therefore, the crossing signal noise was considered 

negligible and it was not included in the existing noise calculation.

In addition to the foregoing, the following assumptions were used for the operational noise assessment 

for the restoration of passenger train service, based on the design characteristics of the Preferred Build 

Project Alternative:

 Passenger Train Noise – Calculations based on the FTA Guidance Manual for train operations 

including warning horns, and the following assumptions:

o Operations – 2 operations per hour between 6 AM and 9 PM, with approximately 16-19 

roundtrip trains per day.

o Speeds – 79 mph maximum, with the average speed expected to be 60 mph.

o Length – 2 locomotives per train; length of each locomotive at 65 feet; 7-9 passenger 

cars per train; length of each passenger car at 85 feet; total train set length at 

approximately 725-900 feet.

o Horns – 1⁄4-mile from each grade-crossing affected by warning horns, with 183 gradecrossings contemplated along the FEC corridor.

These assumptions result in predicted levels of 63 dBA Ldn at 50 feet for the passenger trains 

without horns.

 Crossing Signal Noise – For the reasons referenced above, the crossing signal noise would be 

negligible when compared to warning horn noise. Therefore, it was excluded from the noise 

calculations.

 Crossover Noise – The noise level would be greater with a train passing by at full speed 

compared with that for a train slowing down and traversing crossovers. Also, crossovers will be 

used infrequently by the passenger trains. Therefore, the worst-case scenario was taken into 

account and crossover noise was excluded from the noise calculations.
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Further, it was assumed that the rail track will be a combination of ballast and slab track with 

continuous welded rail, consistent with the assumptions in the FTA Guidance Manual and that 

there will be no change to the location of any of the existing at-grade crossings and, therefore, 

no change to locations where the freight and passenger trains will sound their horns.

Operations Vibration

Ground-borne vibration impacts from new rail operations inside vibration sensitive buildings are defined 

by the vibration velocity level, expressed in terms of VdB, and the number of vibration events per day of 

the same kind of source. Table 3-1.16 summarizes vibration sensitivity in terms of the three land use 

categories and the criteria for acceptable ground-borne vibrations and acceptable ground-borne noise. 

Ground-borne noise is a low-frequency rumbling sound inside buildings, caused by vibrations of floors, 

walls, and ceilings. Ground-borne noise is generally not a problem for buildings near railroad tracks ator above-grade, because the airborne noise from trains typically overshadows the effects of groundborne noise. Ground-borne noise becomes an issue in cases where airborne noise cannot be heard, 

such as for buildings near tunnels.

The FTA provides guidelines to assess the human response to different levels of ground-borne vibration, 

as shown in Table 3-1.16. These levels represent the maximum vibration level of an individual train 

passby. A vibration event occurs each time a train passes the building or property and causes 

discernible vibration. “Frequent Events” are more than 70 vibration events per day, and “Infrequent 

Events” are fewer than 70 vibration events per day. 
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Table 3-1.16 includes separate FTA criteria for ground-borne noise (the "rumble" that radiates from the 

motion of room surfaces in buildings from ground-borne vibration). Although the criteria are expressed 

in dBA, which emphasizes the more audible middle and high frequencies, the criteria are significantly 

lower than airborne noise criteria to account for the annoying low-frequency character of ground-borne 

noise. 

Table 3-1.16

FTA Ground-Borne Vibration and Ground-Borne Noise Operations Impact Criteria

Land Use Category Ground-Borne Vibration 

Impact Criteria

(VdB relative to 1 micro 

inch/second)

Ground-Borne Noise Impact 

Criteria

(dB re 20 microPascals)

Frequent 

Events (a)

Infrequent 

Events (b)

Frequent 

Events (a)

Infrequent 

Events (b)

Category 1: Buildings where 

vibration would interfere with 

interior operations

65 VdB(c) 65 VdB(c) NA(d) NA(d)

Category 2: Residences and 

buildings where people normally 

sleep

72 VdB 80 VdB 35 dBA 43 dBA

Category 3: Institutional land uses 

with primarily daytime use

75 VdB 83 VdB 40 dBA 48 dBA

Source: FTA 2006

(a) Frequent Events is defined as more than 70 vibration events per day.

(b) Infrequent Events is defined as fewer than 70 vibration events per day.

(c) This criterion limit is based on levels that are acceptable for most moderately sensitive equipment, such as optical microscopes. Vibrationsensitive manufacturing or research will require detailed evaluation to define the acceptable vibration levels. Ensuring lower vibration levels in a 

building often requires special design of the heating, ventilating and air conditioning systems, and stiffened floors.

(d) Vibration-sensitive equipment is not sensitive to ground-borne noise.

NA = Not Applicable

VdB = vibration velocity level

Because airborne noise often masks ground-borne noise for above ground (i.e., at-grade or viaduct) 

trains, ground-borne noise criteria apply primarily to operations in a tunnel, where airborne noise is not 

a factor. The majority of the Preferred Build System Alternative within the FEC corridor from West Palm 

Beach to Miami is planned to be at-grade only. As a result, ground-borne noise criteria are not expected 

to be issues for this Preferred Build Project Alternative. Further, for this Preferred Build Project 

Alternative, the impact criteria are based on “Infrequent Events” since they would not exceed 70 train 

events per day. 

Rail operation noise and vibration levels were projected using current FECR’s operation and plans for 

growth and the prediction models provided in the FTA Guidance Manual. Potential noise and vibration 

impacts were also evaluated in accordance with the FTA Guidance Manual. The assumptions for train 

operation are listed in Section 3.1.7.2 hereof. 

Analysts tabulated projected noise and existing ambient noise exposures at the identified receptors or 

clusters of receptors. The analysts determined the levels of impact (no impact, moderate impact, or 

severe impact) by comparing the existing and projected noise exposure based on the impact criteria 

shown in Figure 3-1.3.
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Stations and VMF Noise

A total of three new stations along the alignment of the Preferred Build System Alternative are planned 

in the cities of West Palm Beach, Fort Lauderdale, and Miami. For each city, the Preferred Build Station 

Alternative was analyzed, as well as the No-Build Alternative. Noise from each station would include 

train idling, warning horns, and auxiliary equipment. In addition, the speed of each train would be 

reduced around each station when compared with that of a train pass-by. 

When a train slows down near a station, train pass-by noise levels will be reduced. However, the use of 

warning horns needs to be taken into account when trains approach (within 1⁄4-mile of) each grade 

crossing or station regardless of the train speed. Other station noise sources are considered negligible in 

the locations of the Preferred Build Station Alternatives for West Palm Beach, Fort Lauderdale and 

Miami, each of which being situated in highly-developed, urban areas with high ambient sound levels 

already existing. Such other noise sources are less than horn noise at all locations by more than 10 dBA, 

in accordance with reference source noise levels in the FTA manual. Further, the Preferred Build Station 

Alternatives for West Palm Beach, Fort Lauderdale and Miami are close to current grade crossings. As 

such, this EA compares the calculated existing train operation levels with projected train operation 

levels in terms of horn noise only when considering the impacts of the No Build Alternative as well as 

the Preferred Build Project Alternative. 

Another potential noise source for this Preferred Build Project Alternative is the existing vehicle 

maintenance facility (VMF). Currently, freight maintenance does not take place at the existing FEC VMF 

and only 24/7/365 intermodal operations take place there today. These intermodal operations will be 

shifted to the FEC Intermodal Container Transfer Facility (ICTF) at Port Everglades being constructed 

from 2012-2014. (See Section 1.3.4, Proposed Vehicle Maintenance Facility, which describes in more 

detail the ICTF approved by the environmental staff of the Florida Department of Transportation 

(FDOT)). The existing VMF currently used for freight trains will be used for the new passenger trains.

The number of train movements within the VMF will be reduced compared to the number of current 

freight train movements. In addition, because the closest noise-sensitive location to the VMF is more 

than 1000 feet away and the facility is in a noisy urban area (with calculated existing noise levels in the 

range of 65 to 69 dBA Ldn at the closest residences), there are no impacts anticipated from the use of 

the facility as part of the Preferred Build Project Alternative.

Traffic Noise

The criteria for highway noise impacts (relevant to the extent the Preferred Build Project Alternative

causes changes in traffic patterns) are from the FHWA Procedures for Abatement of Highway Traffic 

Noise and Construction Noise (FHWA 2010), as provided in 23 CFR Subchapter H, Section 772 (23 CFR 

Part 772). A Type 1 project is defined in 23 CFR Part 772 as a proposed federal or federal-aid highway 

project for the construction of a highway at a new location or the physical alteration of an existing 

highway that significantly changes either the horizontal or vertical alignment or increases the number of 

through-traffic lanes. FHWA requires identifying highway traffic noise impacts and examining potential 

abatement measures for all Type 1 projects receiving federal funds.

FDOT is responsible for implementing the FHWA regulations in Florida. Under FDOT policy, a trafficnoise impact occurs if projected noise levels are within 1 dB of the FHWA criteria; therefore, a 

residential impact occurs at 66 dBA Leq, and a commercial impact occurs at 71 dBA Leq. FDOT also 
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considers a 15 dB increase in noise a substantial increase and an impact, regardless of the original noise 

level.

The Preferred Build Project Alternative will involve traffic increases to local roads, mainly around new 

stations, without any major changes to the existing roadway designs anticipated, so it would not be 

classified as a Type 1 project. Therefore, the traffic noise criteria for this Preferred Build Project 

Alternative would be the same as the FTA criteria presented in Figure 3-1.3.

Construction Noise

Table 3-1.17 shows the FTA general assessment criteria for construction noise. The general assessment 

criteria for construction noise prescribe different levels for daytime and nighttime construction. Daytime 

is defined as 7 AM to 10 PM and nighttime is defined as 10 PM to 7 AM. For the purpose of this analysis, 

construction noise impacts and distances to the 90 dBA and 80 dBA 1-hour Leq noise contours were 

calculated for construction activities, including train corridors and stations. The construction noise limits 

are normally assessed at the noise-sensitive receiver property line.

Table 3-1.17

General Assessment Criteria for Construction Noise

Land Use One-Hour Leq (dBA)

Daytime Nighttime

Residential 90 80

Commercial 100 100

Industrial 100 100

Source: FTA 2006

Leq equivalent sound level

The construction noise impact assessment used the general assessment methodology described in the 

FTA Guidance Manual. For this analysis, construction equipment for the rail corridor and stations are 

based on general assumptions for railroad construction. The construction noise methodology includes 

the following:

 Noise emissions from equipment expected to be used by contractors for corridor and station 

construction.

 Typical railroad construction equipment expected to be used by contractors.

 Two noisiest pieces of construction equipment per construction phase for corridor and station 

construction. 

 Relationship of the construction operations to nearby noise sensitive receptors.

Table 3-1.17 above lists FTA criteria for the maximum acceptable 1-hour noise levels (Leq) for daytime 

and nighttime. 

Construction Vibration

The FTA Guidance Manual provides the basis for the construction vibration assessment.

FTA provides construction vibration criteria designed primarily to prevent building damage, and to 

assess whether vibration might interfere with vibration-sensitive building activities or temporarily annoy 

building occupants during the construction period. The FTA criteria include two ways to express 
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vibration levels – (1) root-mean-square (RMS) VdB for annoyance and activity interference; and (2) peak 

particle velocity (PPV), which is the maximum instantaneous peak of a vibration signal used for 

assessments of damage potential.

Table 3-1.18 shows the FTA building damage criteria for construction activity; the table lists PPV limits 

for four building categories. These limits are used to estimate potential problems that should be 

addressed during final design.

Table 3-1.18

Construction Vibration Damage Criteria

Building Category PPV (inch/sec) Approximate Lv 

(VdB)

I. Reinforced concrete, steel, or timber (no plaster) 0.5 102

II. Engineered concrete and masonry (no plaster) 0.3 98

III. Non-engineered timber and masonry buildings 0.2 94

IV. Buildings extremely susceptible to vibration 

damage

0.12 90

Source: FTA 2006

The FTA Guidance Manual provides the methodology for the assessment of construction vibration 

impact. Typical construction equipment included in the FTA Guidance Manual was used to conduct a 

quantitative construction vibration assessment where vibration sensitive receptors were within the 

study area. Criteria for annoyance (see Table 3.-1.17) and damage (see Table 3-1.18) were applied to 

determine construction vibration impacts. 

3.1.7.2 Affected Environment

The affected environment follows the Preferred Build System Alternative from West Palm Beach to 

Miami within the FEC corridor, as well as the Preferred Build Station Alternatives for the stations in 

West Palm Beach, Fort Lauderdale and Miami. This region includes areas and communities within Palm 

Beach, Broward, and Miami-Dade Counties. These areas are generally densely populated and considered 

to be urban/noisy suburban. 

The Preferred Build Station Alternative for each proposed station locations falls within the urban areas 

of the cities of West Palm Beach, Fort Lauderdale, and Miami. The existing VMF is in Fort Lauderdale.

There are no applicable plans or policies for the region as a whole pertaining to noise and vibration 

within the FEC corridor. 

Existing Noise Levels

The entire corridor for the Preferred Build System Alternative can be considered to be a highly 

developed urban region with inherently high ambient noise levels – because of its proximity to CBDs and 

highways, as well as the existence of a freight rail line within the corridor. Because there is an existing 

freight rail line and significant highway traffic along the entire FEC corridor within which the Preferred 

Build System Alternative would be located, the existing noise levels were calculated based on the 

methods in the FTA Guidance Manual rather than measuring existing noise levels along the proposed 

alignment of the Preferred Build Project Alternative. This approach is more practical than monitoring 
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noise levels at a limited number of locations because of the size and complexity of the noise 

environment along this 66-mile corridor. The freight train noise with warning horns calculation was 

based on reference values in the FTA Guidance Manual with the train operational assumptions above. 

In general, freight trains would generate 67 dBA Ldn at 50 feet from the rail tracks without horns. The 

noise level would drop off at a rate of 4.5 dBA per doubling of distance, per the FTA Guidance Manual.

The warning horn noise level would be 74 dBA Ldn at 50 feet from the rail centerline within 1⁄4-mile of 

each grade crossing. 

Warning horns would be the dominant noise sources when receptors are near grade crossings. When 

receptors are not near grade crossings, the dominant noise sources would be passing freight trains, 

passenger trains, or vehicular traffic.

Existing Vibration Levels

Unlike the FTA noise impact assessment method, train-related vibration impact thresholds are not 

dependent upon existing ground-borne vibration levels, so the documentation of existing ground-borne 

vibration levels is not an issue as it is for noise levels.

As a reference, the existing freight train would generate 68 VdB at 50 feet when it is operated at 30 

mph. This reference is based on the methodology described in the FTA Guidance Manual.

3.1.7.3 Environmental Consequences

Operations Noise Impacts

Noise impacts would result from the No-Build Alternative in that this scenario maintains FECR’s 

operations as a freight provider within the FEC corridor with projected and planned annual growth of 5% 

to 7% until 2016 and 3% thereafter. Table 3-1.19 lists those impacts expected under the No-Build 

Alternative in 2016 by land use. With the No-Build Alternative, noise impacts shall exist because the 

current, existing noise levels are so high, and current levels of freight activity along the corridor are 

anticipated to grow and contribute additional noise to the existing environment. These impacts would 

be encountered regardless of whether the Preferred Build Project Alternative were completed. 

Table 3-1.19

Summary of Unmitigated Noise Impact Results

No-Build Alternative

County Number of Severe Impact Parcels Number of Moderate Impact Parcels Residential Single Family Residential Multi Family Residential Mobile Home Institutional Recreational Residential Single Family Residential Multi Family Residential Mobile Home Institutional

Recreational

Miami-Dade 710 492 1 0 0 1,782 998 41 5 0

Broward 2,121 1195 3 0 0 4,862 2,222 6 20 0

Palm Beach 3,935 1,267 0 0 0 5,952 1,168 0 16 1

Source: URS Corporation, 2012
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For the Preferred Build Project Alternative, analysts assessed noise impacts for noise sensitive land uses 

based on a consideration of existing (2012) noise levels as calculated per the FTA Guidance Manual, 

which requires that impacts are considered based on the cumulative analysis of existing noise levels 

together with the future project-generated levels resulting from the implementation of the Preferred 

Build Project Alternative. 

Table 3-1.20 summarizes potential noise impacts related to the Preferred Build Project Alternative by 

county, without mitigation, during the build-out year (2015).

Table 3-1.20

Summary of Unmitigated Noise Impact Results

Preferred Build Project Alternative 

County Number of Severe Impact Parcels Number of Moderate Impact Parcels Residential Single Family Residential Multi Family Residential Mobile Home Institutional Recreational Residential Single Family Residential Multi Family Residential Mobile Home Institutional Recreational

Miami-Dade 428 299 1 8 0 1,974 1,148 41 44 5

Broward 1,155 673 2 23 1 5,708 2,725 7 124 4

Palm Beach 2,432 895 0 16 1 7,241 1,504 0 84 7

Source: URS Corporation, 2012

With that said, the actual cumulative increase in noise as a result of the Preferred Build Project 

Alternative compared with the No-Build Alternative would be less than 1 dBA Ldn at all receivers. 

Further, all such predicted impacts under both alternatives take into account the effects of horn 

soundings. As explained in Section 3.1.7.4, however, the impacts of such horns will be significantly 

reduced, and largely eliminated, through the introduction of stationary wayside horns at affected grade 

crossings as a committed mitigation measure for severe and unmitigated impacts under the Preferred 

Build Project Alternative. By contrast, there will be no introduction of stationary wayside horns at 

affected grade crossings under the No Build Alternative, so a reduction in the number of impacted 

parcels is not expected with the No-Build Alternative. 

In summary, no significant changes in the cumulative noise environment will result solely from the 

proposed Preferred Build Project Alternative and the expected noise levels therefrom. This is true for 

many reasons, including the fact that the trains for the Preferred Build Project Alternative would be 

operating on an existing active rail system with high existing and projected levels of noise. Further, the 

impacts that have been determined pursuant to the FTA guidelines as a result of the existing conditions 

and proposed Preferred Build Project Alternative can be addressed through mitigation, as described in 

Section 3.1.7.4. 
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Operations Vibration Impacts

A vibration impact general assessment was conducted based on information in the FTA Guidance 

Manual. The factors considered in a general assessment include train speed, train-set, track 

system/support, track structure, propagation characteristics, coupling-to-building foundation, and type 

of building/receiver location in a building. It should be noted that the general soil type of fine sand and 

clay was assumed from surveys in the area,

33 which was used to determine the propagation 

characteristics for the Preferred Build Project Alternative. Because any impacts would be relatively 

close to the tracks, this assumption is appropriate for the level of detail of this analysis 

For the operation of the Preferred Build Project Alternative, none of the residential buildings in the 

study area would experience levels exceeding the FTA limits of 80 VdB for ground borne vibration and 

43 dBA for ground borne noise. Likewise, no institutional buildings in the study area would experience 

levels exceeding the FTA limits of 83 VdB and 48 dBA (see Table 3-1.14). Therefore, as the above analysis 

indicates, none of the alternatives considered within this EA, including the No-Build Alternative and 

Preferred Build Project Alternative, would be expected to result in operational vibration impacts. 

Stations and VMF Noise Impacts

A total of three proposed stations along the alignment of the Preferred Build System Alternative are 

planned in the cities of West Palm Beach, Fort Lauderdale, and Miami as part of the Preferred Build 

Project Alternative. The Preferred Build Station Alternative for each station location is in a highly 

developed urban area with predicted existing noise levels in the 65 to 70 dBA Ldn range at the closest 

residences. Noise from each station would include train idling, warning horns, and auxiliary equipment. 

In addition, the speed of each train would be reduced around the stations when compared to that for a 

train pass-by. 

The dominant noise source near each station will be the warning horn. When a train slows down near a 

station, train pass-by noise will be reduced. However, the warning horn will be used when a train 

approaches each station regardless of the train speed. There are no noise- or vibration-sensitive parcels 

within 500 feet of any of the proposed station sites to be impacted by the station noise, including horn 

soundings. Therefore, station noise is considered negligible and not included in the impact calculation.

The existing VMF services freight trains currently using the FEC corridor. It will be converted from 

freight train use to passenger train use with this Preferred Build Project Alternative and the freight 

trains will be serviced at another approved facility outside of this corridor. Specifically, these 

intermodal operations will be shifted to the state-of-the-art FEC ICTF at Port Everglades being 

constructed from 2012-2014. See ICTF Renderings in Figure 1-3.6. The number of passenger train 

movements within the existing VMF will be significantly less than current freight train movements. 

Therefore, the noise and vibration from the VMF made part of the Preferred Build Project Alternative

will be less than that for the existing VMF. In addition, the nearest sensitive receptor is located more 

than 1,000 feet from the existing VMF and would not be impacted. 

 

33 U.S. Department of Agriculture, Natural Resources Conservation Service, National Cooperative Soil Survey database, February 2010.
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As the above analysis indicates, the Preferred Build Project Alternative would not be expected to result 

in noise or vibration impacts at or around the Preferred Build Station Alternatives, including the VMF.

Traffic Noise Impacts

While traffic conditions will change for the roadways around the proposed stations, there are no new 

major roadways or roadway expansions anticipated for the proposed Preferred Build Project

Alternative. Because the proposed Preferred Build Station Alternatives are located in busy downtown 

areas of West Palm Beach, Fort Lauderdale, and Miami, the existing traffic volumes around the station 

sites are already high. Based on the AADT volumes obtained from the traffic analysis, the existing and 

projected noise levels from the Preferred Build Alternative were calculated by following the FTA 

Guidance Manual. Table 3-1.21 shows the traffic volumes and associated predicted noise levels around 

each proposed station. Although 6 stations are listed in Table 3-1.21 to reflect all of the alternatives 

considered within this EA for the stations, only 1 station will be built in each of the 3 cities. Based on the 

analysis completed for all alternatives considered within this EA, including the Preferred Build Station 

Alternatives, no traffic noise impacts are expected to be caused by traffic increases around the 

proposed stations.

Once the VMF operation is converted from freight train to passenger train service, the usage of the VMF 

is expected to be reduced. Surface vehicular traffic volumes associated with the VMF operations will

also be reduced. In addition, the nearest sensitive receiver is more than 1,000 feet from the VMF. For 

these reasons, no traffic noise impact is expected due to the change in VMF use contemplated within

the Preferred Build Project Alternative.

Table 3-1.21*

Average Traffic Volumes and Noise Levels around Station Sites

Stations 2012 

Average 

AADT**

2035 

Average 

AADT

2035 

Project 

Only 

Average 

AADT

2012 

Average 

Noise 

Level 

(Leq dBA)

2035 

Average 

Noise 

Level 

(Leq dBA)

2035 

Project 

Only 

Average 

Noise Level 

(Leq dBA)

Miami South 13,812 20,316 1,002 65 67 54

Miami Central 13,812 20,230 1,031 65 67 54

Fort Lauderdale North and 

South

20,927 31,639 120 67 69 45

West Palm Beach North 13,870 23,047 216 65 67 47

West Palm Beach Central 12,058 20,977 143 65 67 45

Source: URS Corporation, 2012

Notes:

*

Each station is located in Activity Category C (developed lands without public parks, open space and recreational areas) and the 

threshold for impact is 72 Leq dBA (exterior)

**AADT volumes for Miami South and Central Stations are from 2011
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Construction Noise Impacts

Based on the construction noise impact criteria described in Table 3-1.17, the threshold noise levels 

would be 90 dBA Leq for daytime hours (7 AM to 10 PM) and 80 dBA Leq for nighttime hours (10 PM to 

7 AM). Noise sensitive receptors within 45 feet of construction activities would be potentially impacted 

during daytime hours and those within 145 feet would be potentially impacted during nighttime hours. 

Table 3-1.22 summarizes these impacts.

Table 3-1.22

Summary of Unmitigated Construction Noise Impact Results 

County Potential Daytime Impacts Potential Nighttime Impacts Residential Single Family Residential Multi Family Residential Mobile Home Institutional Recreational Residential Single Family Residential Multi Family Residential Mobile Home Institutional

Recreational

Miami-Dade 0 0 0 0 0 64 69 0 0 0

Broward 0 0 0 0 0 56 38 0 0 0

Palm Beach 1 0 0 0 0 226 147 0 0 0

Source: URS Corporation, 2012

Only one possible severe impact has been identified as a result of the analysis conducted pursuant to 

the FTA guidelines. As explained in Section 3.1.7.4, however, any such impact will be addressed through 

the introduction of committed mitigation measures under the Preferred Build Project Alternative such 

that no significant impact would result.

Construction Vibration Impacts

During construction, some equipment may cause perceptible ground-borne vibrations, most notably 

pile-driving equipment. If pile driving is used for the Preferred Build Project Alternative, it would only be 

for station construction. Construction equipment can produce vibration levels at 25 feet that range 

from 58 VdB for a small bulldozer to 112 VdB for a pile driver. Because there are receptors within the 

screening distances identified for construction vibration impact criteria in the FTA guidelines, the 

potential for vibration impacts during construction exists. These potential impacts would mostly 

depend on the locations of pile driving equipment (if used) associated with station construction. As 

explained in Section 3.1.7.4, such an impact (if any) would be addressed through the introduction of 

committed mitigation measures under the Preferred Build Project Alternative such that no significant 

impact would result.

3.1.7.4 Mitigation Measures

FTA guidance requires the consideration of mitigation measures for all severe impacts. The FTA 2006 

impact assessment guide has guidelines that will be followed during construction. The following 

mitigation measures will be followed to address impacts that cannot be minimized or avoided by other 

means. 
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Operations Noise Mitigation Measures. Warning horns on the trains have been calculated to generate 

impacts resulting from the Preferred Build Project Alternative, as summarized in Table 3-1.20. If these 

impacts are not mitigated by separate action (such as efforts that may be undertaken independently by 

others), AAF is committed to mitigating these impacts with the installation of stationary wayside horns 

at the required grade crossings where severe, unmitigated impacts exist. Table 3-1.23 shows the 

significant mitigating effect of these measures in eliminating impacts from the Preferred Build Project 

Alternative. 

Table 3-1.23

Summary of Mitigated Noise Impact Results 

Preferred Build Project Alternative with Stationary Grade-Crossing Horns

Counties Number of Severe Impact Parcels Number of Moderate Impact Parcels Residential Single Family Residential Multi Family Residential Mobile Home Institutional Recreational Residential Single Family Residential Multi Family Residential Mobile Home Institutional Recreational

Miami-Dade 0 0 0 0 0 5 13 0 1 0

Broward 0 0 0 0 0 13 11 0 2 0

Palm Beach 2 2 0 0 0 106 51 0 3 0

Source: URS Corporation, 2012

Specifically, Table 3-1.23 establishes that 100% of the severe impacts in Broward County and MiamiDade County would be eliminated by this measure. Further, more than 99% of the severe impacts in 

Palm Beach County would be eliminated, leaving only 2 single-family residences and 2 multi-family 

residences near grade crossings affected in that county. Also, this proposed measure would eliminate 

more than 99% of the moderate impacts in Broward and Miami-Dade Counties, and more than 98% of 

the moderate impacts in Palm Beach County. 

Construction Noise Mitigation Measures. As shown on Table 3-1.22, only one possible severe impact 

has been identified as a result of the analysis conducted pursuant to the FTA guidelines. Construction 

noise will be monitored to verify compliance with the relevant noise limits. The contractor will have the 

flexibility to meet the FTA construction noise limits in the most efficient and cost-effective manner. In 

that regard, the contractor will have the flexibility of either prohibiting certain noise-generating 

activities during nighttime hours or providing additional noise control measures to meet the noise limits. 

To meet required noise limits, the following noise control mitigation measures will be implemented, as 

necessary, for nighttime and daytime:

 Install a temporary construction site sound barrier near a noise source.

 Avoid nighttime construction in residential neighborhoods.

 Locate stationary construction equipment as far as possible from noise sensitive sites.
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 Re-route construction-related truck traffic along roadways that will cause the least disturbance 

to residents.

 Monitor and maintain equipment to meet noise limits.

 Minimize the use of generators to power equipment.

 Limit use of public address systems.

 Limit or avoid certain noisy activities during nighttime hours such as aboveground 

jackhammering and impact pile driving.

To mitigate noise related to pile driving (if needed), the use of an auger to install the piles instead of a 

pile driver would reduce noise levels substantially. Further, if pile driving is necessary for station 

construction, the time of day that the activity can occur will be limited.

Through the foregoing proposed measures, the limited and temporary construction noise impacts from 

the Preferred Build Project Alternative would be significantly reduced, and largely eliminated. 

Construction Vibration Mitigation Measures. Because there are receptors within the screening 

distances identified for construction vibration impact criteria in the FTA guidelines, the potential for 

vibration impacts during construction exists. However, building damage from construction vibration is 

only anticipated from impact pile driving at very close distances to buildings. If piling occurs more than 

25 to 50 feet from buildings, or if alternative methods such as push piling or auger piling can be used, 

impacts or damage from construction vibration is not expected to occur. Other sources of construction 

vibration do not generate high enough vibration levels for impacts or damage to occur. In any event, 

once a construction scenario has been established, preconstruction surveys are conducted at locations 

within 50 feet of piling to document the existing condition of buildings in case damage is reported 

during or after construction. 

In light of the foregoing proposal to engage in alternative methods such as push piling or auger piling if 

and to the extent that piling must occur within 25 to 50 feet from existing buildings, impacts or damage 

from construction vibration are not expected to occur from the Preferred Build Project Alternative. 

Related Measures

Efforts by Others. It is important to note that stakeholders in the affected communities are considering 

the institution of Quiet Zones (which prohibit horns to be sounded in specified areas). Specifically, the 

City of Miami is in the process of applying for a continuous 4.5 mile Quiet Zone involving 19 grade 

crossings and the City of Fort Lauderdale is considering applying for Quiet Zones as well. This involves 

instituting alternate safety measures such as four-quadrant gates and non-mountable median dividers. 

In addition, supplementary safety measures must be installed and a risk analysis must be prepared to 

demonstrate that safety would not be compromised by eliminating train horns in the area receiving 

Quiet Zone designation. AAF will support such efforts to institute such Quiet Zone measures. It should 

be noted, however, that while AAF is not opposed to the establishment of Quite Zones and understands 

that those efforts may be pursued by governmental authorities or others, the implementation of Quiet 

Zones cannot be proposed as part of the Preferred Build Project Alternative. Instead, the governmental 

entities or other authorities pursuing these efforts will act as the sponsors of such efforts and will be 

responsible for the application process and the costs associated therewith, including the costs of any 
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improvements to be borne in connection therewith. In light of the foregoing, the feasibility of these 

measures cannot yet be determined.

Another mitigation option that is often considered for these types of projects is the construction of 

noise barriers. Due to the many (183) grade crossings along the FEC corridor proposed as part of the 

Preferred Build Project Alternative and the fact that horns are required to be sounded within 1⁄4-mile of 

each grade crossing, access restrictions would make effective noise barriers not feasible for this Project.

Building Insulation. AAF is willing to pursue discussion with homeowners regarding the possibility of 

installing building insulation for those 4 noise sensitive locations with severe impacts that may not be 

mitigated by the installation of stationary wayside horns, to the extent such homeowners would be 

amenable to a cost-effective approach thereto. The feasibility of these measures cannot yet be 

determined.

Additional Noise Analysis Following Final Design. If final design or final specifications result in changes 

to the assumptions underlying the noise analysis, the AAF team shall reassess noise impacts and 

consider recommendations for mitigation, and provide supplemental environmental documentation, as 

required by FRA.

3.1.7.5 Summary of Potential Project Impacts

Operations Noise Impacts

With the proposed Preferred Build Project Alternative, noise impacts are identified in this EA pursuant

to the FTA guidelines despite the fact that minimal changes to existing noise levels will actually result 

from the operation of the Preferred Build Project Alternative.

34

 With regard thereto, it is also important 

to note that noise and vibration impacts would result from the No-Build Alternative in that this scenario 

maintains FECR’s operations as a freight provider within the FEC corridor while projecting growth as 

noted above. As a result, regardless of whether the proposed Preferred Build Project Alternative is 

completed, noise impacts are expected because the current levels are high.35 In fact, as shown in Tables 

3.17 and 3.18, there are 3,790 more severe noise impacts predicted under the No Build Alternative due 

to the continuation and growth of nighttime freight service contemplated within the No Build 

Alternative. 

Nevertheless, this EA analysis conducted pursuant to the FTA criteria identifies noise impacts resulting 

from the Preferred Build Project Alternative due in large part to the already high existing levels in the 

area resulting from the region’s proximity to CBDs and highways, as well as the existence of a freight rail 

line within the proposed FEC corridor. In any case, the predicted unmitigated noise impacts are due 

almost exclusively to the added warning horns from the Preferred Build Project Alternative. 

 

34 Specifically, the cumulative noise levels will not increase by more than 1 dBA over those for the No Build Alternative at any noise-sensitive 

location. 

35 For historical perspective, it should also be noted that, in 2006, FECR moved approximately 23 through-freight trains per day over the FEC 

corridor, in addition to local trains serving customers along the FEC corridor. Today, the number of daily through-freight trains is 10, which 

means that the noise impacts projected to result from the No Build Alternative and/or the Preferred Build Alternative are still less than historic 

impacts encountered in the area. 
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With the institution of stationary wayside horns at the grade crossings where severe, unmitigated 

impacts exist, the Preferred Build Project Alternative will have no material adverse noise impact on the 

surrounding communities. To the contrary, the Preferred Build Project Alternative would improve the 

noise conditions in the region because it would include mitigation that would not necessarily be 

instituted without the implementation of the Preferred Build Project Alternative. As shown in Table 3-

1.21, all severe impacts in Broward County and Miami-Dade County would be eliminated by this 

measure and more than 99% of all severe impacts in Palm Beach County would be eliminated. In 

addition, this proposed measure would eliminate at least 99% of the moderate impacts in Broward 

County and Miami-Dade County and more than 98% of the moderate impacts in Palm Beach County.

In summary, therefore, with the institution of stationary wayside horns at the grade crossings where

severe, unmitigated impacts exist, the Preferred Build Project Alternative will have no material adverse 

noise impact on the surrounding communities.

Operations Vibration Impacts

Due to the distance between the rail activities and the closest vibration-sensitive locations, no vibrationrelated impacts are anticipated with the Preferred Build Project Alternative. 

Stations and VMF Noise Impacts

As the above analysis indicates, the Preferred Build Project Alternative would not be expected to result 

in noise or vibration impacts at or around the Preferred Build Station Alternatives, including the VMF.

Traffic Noise Impacts

As outlined above, noise produced by Preferred Build Project Alternative, including noise produced by 

traffic changes associated with operation of the Preferred Build Station Alternatives and the VMF, is not 

anticipated to cause significant impacts due to the already existing high ambient noise environment and 

lack of sensitive receptors in the impact range in the study area of the Preferred Build Station 

Alternatives. There are, therefore, no significant noise impacts anticipated under the Preferred Build

Project Alternative. 

Construction Noise Impacts

Because the construction noise mitigation measures found in Section 3.1.7.4 will be followed for the 

construction of the Preferred Build Project Alternative, no noise impacts will result from the 

implementation of the Preferred Build Project Alternative. 

Construction Vibration Impacts

In light of the foregoing analysis showing that the operation of the Preferred Build Project Alternative is 

not expected to result in impacts exceeding FTA limits for residential buildings in the study area or for 

institutional buildings in the Project Area (see Table 3-1.16), there are no significant vibration impacts 

expected from operations or construction of the Preferred Build Project Alternative.
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3.2 Biological Environment 

For purposes of this EA, the Biological Environment will be defined as those concerns related to the 

natural environment. These include ecological systems and threatened and endangered species.

3.2.1 Ecological Systems

Existing upland and wetland vegetative communities within the Project Area were identified through 

literature reviews, existing maps, a field visit, and aerial photography, including Florida Natural Areas 

Inventory – Florida Land Managed Areas and South Florida Water Management Land Use Mapping. 

Each natural community was classified using the FDOT Florida Land Use, Cover, and Forms Classification 

System (FLUCCS). Wetland communities are discussed in Section 3.1.5; this section will focus on the

terrestrial communities identified.

Ten terrestrial communities, primarily natural, are located adjacent to the Project Area limits. Many 

terrestrial community types, especially those minimally altered by land use changes or natural fire 

suppression, support wildlife and plant species. Table 3-2.1 presents the list of terrestrial communities 

identified adjacent to the Project Area limits.

Table 3-2.1

Existing Natural Communities Adjacent to the Project Area Limits

FLUCCS 

Code

Description

200 Agriculture

223 Other Groves

300 Rangeland

320 Upland Shrub and Brushland

400 Upland Forests

413 Sand Pine

420 Upland Hardwood Forests

422 Brazilian Pepper

434 Upland Mixed Coniferous – Hardwood

437 Australian Pine

Agriculture

Although altered by human activity, some agricultural lands (FLUCCS 200) provide suitable habitat for 

many protected wildlife species, but few protected plant species. In particular, natural communities, 

which have been transformed into groves still may provide habitat for many native species of wildlife. 

This land use/habitat type is located along the western border of the FEC ROW between SE 26th Avenue 

and SW 27th Place in Boynton Beach (Palm Beach County).
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Rangelands

Rangelands (FLUCCS 300) are native habitats that lack tree cover. These habitats can either support a 

groundcover mostly of grasses and forbs or saw palmetto (Serenoa ripens) and shrubs may dominate. 

Some protected wildlife species (e.g., burrowing owls) depend on the native habitats in rangeland. This 

land cover/habitat type is located within the Seacrest Scrub Natural Area in Boynton Beach (Palm Beach 

County). 

Forested Uplands

Forested communities (FLUCCS 400) are represented by five distinct FLUCCS codes adjacent to the 

Project Area limits. However, the majority of forest types adjacent to the Project Area limits are Sand 

Pine (FLUCCS 413) and Upland Hardwood Forests (420). This land cover/habitat is located adjacent to 

the Project limits (see Figure 3-2.1) throughout portions of Miami-Dade, Broward and Palm Beach

Counties, including:

 Hypoluxo Scrub Natural Area (Lantana): This 91.76 acre site is owned and managed by Palm 

Beach County. This site is mostly scrub and scrubby flatwoods. Most of the site was cleared in 

the early 1960s and the natural communities are still in the process of regenerating. A small 

Florida scrub-jay population lives on this site and also uses several nearby smaller scrub sites.

 Seacrest Scrub Natural Area (Boynton Beach): This 53.69 acre site is owned and managed by 

Palm Beach County. This site is predominantly scrub and scrubby flatwoods. Most of it was 

cleared in the 1920s for pineapple farming and the natural communities are still in the process 

of regenerating.

 Leon M. Weekes Environmental Preserve (Delray Beach): This 12 acre site is co-owned by Palm 

Beach County and the Town of Delray Beach and managed by the Town of Delray Beach. The 

site is scrub habitat with paved and natural trails. The old sand pine scrub burned in late 1990s

near the railroad and now is mostly occupied by scrub oaks. Gopher tortoise burrows are found 

on the property.

 Rosemary Ridge Preserve (Boca Raton): This 7.29 acre site is owned and managed by the City of 

Boca Raton. The site consists of xeric sand pine scrub.

 Gopher Tortoise Preserve (Boca Raton): This 8.8 acre site is owned and managed by the City of 

Boca Raton. The site consists of xeric sand pine scrub.
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Figure 3-2.1

Forested Upland Communities
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 Highland Scrub Natural Area (Pompano Beach): This 34.27 acre site is owned and managed by 

Broward County. The site consists of scrub oak and sand pine and is considered one of 

Broward’s last substantial remaining sand pine scrub communities. The site is characterized by 

loose white sand with a canopy of sand pine and scrub oak and a subcanopy of saw palmetto, 

small scrub oaks, gopher apple, and prickly pear cactus. A gopher tortoise was identified on site 

during field visits.

 Colohatchee Park (Wilton Manors): This 7.21 acre site is owned and managed by the City of 

Wilton Manors. The site consists of a mangrove preserve along the Middle River dominated by 

red and white mangroves.

 Greynolds Park (North Miami Beach): This 240.75 acre site is owned and managed by MiamiDade County. Once the site of a rock quarry, the site consists of a variety of habitats, including 1 

acre of pineland, 18 acres of hammock, 26 acres of coastal habitat, and 31 acres of lake. The 

hammock is one of the last well-protected natural areas of northern Miami-Dade County.

 Oleta River State Park (North Miami): This 1,032.84 acre site is owned by Trustees of the Internal 

Improvement Trust Fund and managed by the Florida Department of Environmental Protection.

Florida's largest urban park, Oleta River State Park borders the north shore of Biscayne Bay and 

contains the mouth of the Oleta River. Along the Oleta River, at the north end of the park, a 

large stand of mangrove forest is present. The bulk of the uplands are dredge spoil, and exotic 

species are a major problem, but natural vegetation has reclaimed 468 acres of tidal swamp. 

 Arch Creek Park (North Miami Beach): This 8.5 acre site is owned and managed by the MiamiDade County. The site consists of 7 acres of hammock and 1 acre of coastal habitat. The park 

was created around a natural limestone bridge formation that was once part of an important 

Indian trail and is designated as a Florida State Historical Preserve.

The No-build Alternative would not affect terrestrial ecological systems. No sensitive ecological areas 

are in the vicinity of the proposed stations; therefore, the Preferred Build Station Alternatives will 

likewise not impact terrestrial ecological systems. 

The Preferred Build System Alternative also would not impact terrestrial ecological systems because 

this would only involve the removal of open maintained areas within the existing FEC ROW or disturbed 

urban areas adjacent to the FEC ROW. Furthermore, where the public lands run parallel to the FEC 

ROW, there is a 10 – 20 foot maintained roadway/buffer between the inside of the property fence and 

the natural area. The wildlife inhabitants that possibly occur within these sensitive upland, ecological 

systems are discussed in more detail in Section 3.2.2, below. 

Because no ecologically sensitive areas or systems are located within the proposed Project Area, 

including the area in the vicinity of the Preferred Build Station Alternatives, as well as the area to be 

modified within the existing FECR ROW and roadbed for the Preferred Build System Alternative, none of 

the alternatives considered within this EA, including the No-Build Alternative and Preferred Build 

Project Alternative, would result in significant impact on existing ecological systems within the Project 

Area.
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3.2.2 Threatened and Endangered Species

The Endangered Species Act of 1973 (ESA) (Public Law 93-205, as amended, 16 U.S.C. § 1536), provides 

protection for imperiled species and the ecosystems on which they depend. The ESA covers plants, 

vertebrates, and invertebrates whose populations are at risk of becoming extinct and is administered by 

two federal agencies: the USFWS and NOAA (which includes the National Marine Fisheries Service 

[NMFS]).

Pursuant to 16 U.S.C. §§ 1536(a)–(d) of the ESA, as amended, federal agencies impose specific 

requirements to protect federally listed endangered or threatened species of fish, wildlife, or plants 

(listed species) and habitat of such species that has been designated as critical habitat under Section 

7(a) of the ESA. These specific requirements include the protection of all federally listed species (and 

their habitats) found in federally funded projects.

The Florida Fish and Wildlife Conservation Commission (FWC) maintains the state list of animals 

designated as endangered, threatened, or species of special concern, in accordance with Rules 68A27.003, 68A-27.004, FAC, and 68A-27.005, FAC, respectively. The state lists of plants that are designated 

as endangered, threatened or commercially exploited is administered and maintained by the Florida 

Department of Agriculture and Consumer Services (FDACS) via Chapter 5B-40, F.A.C.

The Project Area is along an existing FECR rail line. The existing FECR track crosses through or close to a 

number of different habitat types found along Florida's east coast; however, much of the area is urban 

in character with limited habitat potential. Between West Palm Beach and Downtown Miami, the AAF

study corridor is adjacent to various urban land uses and natural areas/parklands including Biscayne Bay, 

wetlands, coastal hardwood hammocks, xeric scrub/shrub, and open/vacant land. Direct impacts would 

be limited to the existing FEC ROW.

Primary wildlife issues that could be associated with this Project include: potential effects to listed 

species and their habitat from construction of the track replacement, station construction, and the 

potential for increased wildlife mortality due to collisions with higher speed trains. An Endangered 

Species Biological Assessment (ESBA) Technical Memorandum was prepared in July 2012 and is included 

in Appendix H.

Methodology

The potential involvement with listed species and critical habitat was determined through field surveys

and a review of existing data and literature from the US Fish and Wildlife Service (USFWS), National 

Marine Fisheries Service (NMFS), Florida Fish and Wildlife Conservation Commission (FWC), and other 

agencies. Literature and data used included:

 USFWS South Florida Field Office’s Listed Species along the corridor in Palm Beach, Broward and 

Miami-Dade Counties generated by their on-line Information, Planning, and Conservation (IPaC)

decision support system ,

 USFWS’s South Florida Multi-Species Recovery Plan,

 USFWS National Wetlands Inventory (NWI) database,

 FWC’s Florida’s Endangered Species, Threatened Species and Species of Special Concern,
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 Florida Natural Areas Inventory (FNAI)’s Tracking List for Palm Beach, Broward and Miami-Dade

County,

 FNAI’s Online Biodiversity Matrix Mapper,

 FNAI’s Online Field Guide to Rare Plants and Animals of Florida, and

 SFWMD Land Use Maps based on the FDOT Florida Land Use, Cover Classification System 

(FLUCCS).

Other databases and Geographic Information System (GIS) datasets managed by USFWS and FWC were 

used to identify known locations of listed species and potential listed species habitat occurring within or 

near the Project Area. Databases reviewed included information on designated critical habitat, species 

consultation areas, scrub jay habitat, bald eagle nests, wood stork nests, wading bird nests, and indigo 

snake occurrences. 

Qualified personnel conducted field reconnaissance and aerial photo interpretation throughout the 

study area to identify areas of potential habitat for protected species. Field surveys were conducted in 

July 2012 to determine if the Project Area contains habitat for previously identified listed species, to 

observe the presence of wildlife using the corridor, and to determine if any previously unidentified listed 

species occur in the area. 

Wildlife species observed during field visits were limited and involved species adapted to urban 

environments, including a raccoon (Procyon lotor), boat-tail grackles (Quiscalus major), northern 

mockingbirds (Mimus polyglottos), mourning doves (Zenaida macroura), white ibis (Eudocimus albus), 

osprey (Pandion haliaetus), black-hooded parakeets (Nandayus nenday), red-shouldered hawk (Buteo 

lineatus), northern cardinal (Cardinalis cardinalis), green iguana (Iguana iguana), red-eared slider 

(Trachemys scripta elegans), southern black racer (Coluber constrictor priapus), striped mullet (Mugil 

cephalus), mangrove snapper (Lutjanus griseus), and land crabs (Cardisoma guanhumi). 

State Listed Species

A state listed threatened gopher tortoise (Gopherus polyphemus) was observed in the Highland Scrub 

Natural Area adjacent to the rail corridor along with several burrows at other pine scrub locations. 

Federally Listed Species

Since the Project travels through a highly urbanized area within Palm Beach, Broward, and Miami-Dade

Counties, and any direct impacts would be limited to the existing right-of-way, the proposed Project has 

little potential to significantly impact wildlife and habitat. The Official USFWS Species list generated with 

the IPaC on-line system identified 56 endangered and threatened plant and animal species that may 

occur within the general project vicinity (see ESBA in Appendix H). The habitat requirements and known 

locations of most of the species identified in the IPaC on-line system indicate that these species will not 

be found within or adjacent to the Project Area. Furthermore, the area surrounding the Project Area is 

almost entirely developed or previously impacted and the amount of natural area proposed to be 

affected is minimal. 

State and federally protected species that may occur along the Project Area are included in Table 3-2.2 

along with the potential for occurrence within or near the Project Area based on the USFWS species list, 
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species consultation areas, and/or available habitat. Although recently delisted, this list includes the 

bald eagle since it is undergoing continued monitoring and is federally protected under the Bald and 

Golden Eagle Protection Act. None of the plant species observed within the Project Area during field 

visits are designated Endangered or Threatened by the USFWS. Similarly, no federally designated 

wildlife species listed in the table were encountered during field visits to the Project Area. Some of the 

birds listed may forage within the vicinity of the Project Area but are unlikely to nest there.

Table 3-2.2

Federal and State Listed Species Potentially in Project Area

Common Name Scientific Name Federal 

Status

State 

Status

Potential 

Occurrence

Fish

Mangrove Rivulus Rivulus marmoratus N/A SSC Low

Smalltooth Sawfish Pristis pectinata E E Low

Reptiles

American Alligator Alligator mississippiensis T (S/A) T (S/A) Moderate

American Crocodile Crocodylus acutus T T Moderate

Eastern Indigo Snake Drymarchon corais couperi T T Moderate

Green Sea Turtle Chelonia mydas E E Low

Gopher Frog Lithobates capito N/A SSC Moderate

Gopher Tortoise Gopherus polyphemus N/A T High

Hawksbill Sea Turtle Eretmochelys imbricate E E Low

Leatherback Sea Turtle Dermochelys coriacea E E Low

Loggerhead Sea Turtle Caretta caretta T T Low

Rim Rock Crowned Snake Tantilla oolitica N/A T Low

Birds

Bald eagle Haliaeetus leucocephalus Delisted Delisted Low

Everglades Snail Kite Rostrhamus sociabilis plumbeus E E Low

Florida Burrowing Owl Athene cunicularia floridana N/A SSC Moderate

Florida Scrub-jay Aphelocoma coerulescens T T High

Kirtland's Warbler Dendroica kirtlandii E E Low

Piping Plover Charadruis melodus T T Low

Little blue heron Egretta caerulea N/A SSC High

Red Knot Calidris canutus rufa C N/A Low

Snowy egret Egretta thula N/A SSC High

Tricolored heron Egretta tricolor N/A SSC High

White ibis Eudocimus albus N/A SSC High

Wood stork Mycteria Americana E E Moderate
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Mammals

Florida Bonneted bat Eumops floridanus C T Low

Florida mouse Podomys floridanus N/A SSC Low

Southeastern Beach Mouse Peromyscus polionotus 

niveiventris

T T Moderate

West Indian Manatee Trichechus manatus E/CH E/CH High

Plants

Bahama Brake Pteris bahamensis N/A T Moderate

Bahama Sachsia Sachsia polycephala N/A T Low

Banded Wild-pine Tillandsia flexuosa N/A T Moderate

Blodgett's Wild-mercury Argythamnia blodgettii N/A E Low

Celestial Lily Nemastylis floridana N/A E Low

Christmas Berry Crossopetalum ilicifolium N/A T Low

Clamshell Orchid Encyclia cochleata var. triandra N/A E Low

Coastal Vervain Glandularia maritima N/A E Low

Cutthroat Grass Panicum abscissum N/A E Low

Eaton's Spike Moss Selaginella eatonii N/A E Low

Florida Lantana Lantana depressa var. depressa N/A E Low

Florida Royal Palm Roystonea elata N/A E Low

Giant Orchid Pteroglossaspis ecristata N/A T Low

Golden Leather Fern Acrostichum aureum N/A T Moderate

Johnson’s Seagrass Halophila johnsonii T/CH T/CH Low

Large-flowered Rosemary Conradina grandiflora N/A T Moderate

Lignum-vitae Guaiacum sanctum N/A E Low

Nodding Pinweed Lechea cernua N/A T Low

Pine Pinweed Lechea divaricata N/A E Moderate

Pineland Jacquemontia Jacquemontia curtissii N/A T Low

Porter's Broad-leaved 

Spurge

Chamaesyce porteriana N/A E Low

Redmargin Zephyrlily Zephyranthes simpsonii N/A T Low

Rockland Painted-leaf Euphorbia pinetorum N/A E Low

Sand-dune Spurge Chamaesyce cumulicola N/A E Moderate

Small's Flax Linum carteri var. smallii N/A E Low

Tiny polygala Polygala smallii E E Low

Two-keeled Helmet Orchid Galeandra bicarinata N/A E Low

West Indies Mahogany Swietenia mahagoni N/A T Moderate

Table Notes:

E = Endangered

T = Threatened

T(S/A) = Threatened - Similarity of Appearance

SSC = Species of Special Concern

C = Candidate

CH = Critical Habitat
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Potential to Affect

The proposed Project is expected to have “No Effect” on those species identified in Table 3-2.2 with a 

low potential of occurrence within the Project Area due to specific habitat requirements and known 

ranges. 

The following section discusses the potential effect, if any, the proposed Project may have on those 

federally listed species with a moderate to high potential to be found within the Project Area. Additional 

species information may be found in the ESBA included in Appendix H.

American Alligator (Alligator mississippiensis)

The American alligator is classified as Threatened due to Similarity of Appearance (to the endangered

American crocodile) by the USFWS. Though once listed as Endangered, the population has rebounded to 

the point that it is widespread and often encroaches into urban waterways. The American alligator 

inhabits most permanent bodies of fresh water statewide, including marshes, swamps, lakes, and rivers. 

It occasionally wanders into brackish and salt water but rarely remains there. 

The American alligator has a moderate potential of occurrence in canals and other waterbodies within 

the Project Area; however, there will be no construction within the waterways and no loss of available 

American alligator habitat. During the design and permitting phase of the proposed project, a wildlife 

survey will be conducted to determine if any American alligators are routinely using any of the areas

proposed for construction. If so, all efforts to avoid impacts to the alligator will be considered. 

Therefore, the alternatives considered within this EA, including the No-Build Alternative and the

Preferred Build Project Alternative, are anticipated to have “No Effect” on the American alligator or its 

preferred habitat.

American crocodile (Crocodylus acutus)

The American crocodile is listed as endangered by the USFWS. The American crocodile inhabits coastal

estuarine marshes, tidal swamps, and creeks along edges of mainland and islands and is usually 

associated with mangroves. Nesting occurs on beaches, stream banks, and levees in April and May. 

The American crocodile is typically found in coastal waters at the southern end of the Florida peninsula. 

Breeding occurs from southern Biscayne Bay west to Cape Sable, as well as on Key Largo and some 

islands in Florida Bay. The crocodile occasionally wanders into the Lower Keys as well as northward up 

to Broward Counties. 

The southern half of the Project Area lies within the USFWS Consultation area for the crocodile; 

therefore, the American crocodile has a moderate potential of occurrence within the Project Area.

However, due to the high level of urbanization within the corridor and lack of suitable habitat, the 

alternatives considered within this EA, including the No-Build Alternative and the Preferred Build 

Project Alternative, are anticipated to have “No Effect” on the American crocodile or its preferred 

habitat.
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Eastern Indigo Snake (Drymarchon corais couperi)

The eastern indigo snake is listed as threatened by the USFWS. The eastern indigo snake is the largest of 

all North American snakes and is easily recognized by its size and distinctive iridescent black coloration. 

Today the range of the indigo snake covers all of Florida and southern Georgia, though historically it was 

much larger. It is rare in most areas, though it has been recorded in many public lands statewide. It is 

uncertain whether most of these areas support viable populations.

No eastern indigo snakes have been documented in the vicinity of the Project Area. Within the Project 

Area, habitat capable of supporting indigo snakes is limited to the adjacent scrub pine and scrub oak 

areas. It is unlikely that indigo snakes are present within the Project Area since any supporting habitat is 

isolated fragments of natural habitat surrounded by developed urban land. Snake burrows were not 

observed during site visits. 

Although the presence of the indigo snake is unlikely, project construction could potentially impact this 

species during heavy equipment usage should the snake occur within the existing FEC ROW. Due to the 

frequency of disturbance within these areas, only transient use of the Project Area would be expected 

by indigo snakes. Therefore to avoid conflicts between this snake and construction, the USFWS Standard 

Protection Measures for the Eastern Indigo Snake, will be incorporated into the construction plans and 

specifications.

The USFWS’s Eastern Indigo Snake Programmatic Effect Determination Key was consulted and a 

determination of “Not Likely to Adversely Affect” was achieved for the alternatives considered within 

this EA, including the No-Build Alternative and the Preferred Build Project Alternative, due to the 

following findings and commitments: 

 There is adjacent suitable habitat of less than 25 acres along within the Project boundaries;

 AAF commits that the USFWS Standard Protection Measures for the Eastern Indigo Snake will be 

employed during project construction; 

 any required permits will be conditioned that all gopher tortoise burrows will be excavated prior 

to site manipulation in the vicinity of the burrow; and 

 suitable holes will be inspected each morning before site activities. 

Florida Scrub Jay (Aphelocoma coerulescens)

The USFWS list the Florida scrub-jay as threatened due to loss, fragmentation, and degradation of scrub 

habitats throughout Florida. The scrub-jay is a relict species of fire-dominated oak scrub habitat that 

occurs on well drained sandy soils in peninsular Florida. Scrub-jays are extremely habitat-specific, 

sedentary, and territorial. Florida scrub-jays form family groups; fledglings remain with their parents in 

their natal territory as helpers.

The scrub-jay can be found in coastal and ridge scrub areas throughout central Florida but were never 

considered abundant on the Atlantic coast south of Martin County. There are three defined classes of 

scrub-jay habitat:
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 Type I – any upland plant community in which percent cover of the substrate by scrub oak 

species is 15 percent or more.

 Type II – any plant community, not meeting the definition of Type I habitat, in which one or 

more scrub oak species is represented.

 Type III – any upland or seasonally dry wetland within 400 m (0.25 mi) of any area designated as 

Type I or II habitats.

The proposed Project Area lies along the eastern edge of the USFWS consultation area for scrub jays 

within Palm Beach County with suitable habitat adjacent to the corridor in five locations: Hypoluxo 

Scrub Natural Area (Type I), Seacrest Scrub Natural Area (Type II), Leon Weekes Environmental Preserve 

(Type II), Rosemary Ridge Preserve (Type II), and Gopher Tortoise Preserve (Type II). In addition, scrub 

jays have been documented in the Hypoluxo Scrub Natural Area adjacent to the corridor and several 

other areas along the corridor. Although scrub jays have a high potential to occur within the vicinity of 

the Project Area, no scrub jay habitat is within the area of proposed improvements. Thus, because 

construction and operation of the proposed Project will not significantly impact scrub jay habitat and 

the use of currently available habitat by scrub jays is anticipated to remain the same, the alternatives 

considered within this EA, including the No-Build Alternative and the Preferred Build Project 

Alternative, are “Not Likely to Adversely Affect” scrub jays or their preferred habitat.

Wood Stork (Mycteria Americana)

The wood stork is a gregarious species which nests in colonies (rookeries), and roosts and feeds in flocks, 

often in association with other species of long-legged water birds. The US wood stork nesting 

population is listed as endangered by the USFWS.

Wood storks use freshwater and estuarine wetlands as feeding, nesting, and roosting site. The wood 

stork forages mainly in shallow freshwater marshes, swamps, lagoons, ponds, tidal creeks, flooded 

pastures and ditches, where they are attracted to falling water levels that concentrate food sources 

(mainly fish). Although wood storks are not habitat specialists, their needs are exact enough, and 

available habitat is limited enough, so that nesting success and the size of populations are closely 

regulated by year-to-year differences in the quality and quantity of suitable habitat. Wood storks are 

especially sensitive to environmental conditions at feeding sites; thus, birds may fly relatively long 

distances, either daily or between regions annually, seeking adequate food resources. All available 

evidence suggests that regional declines in wood stork numbers have been largely due to the loss or 

degradation of essential wetland habitat seasonally important to the species.

The USFWS South Florida Ecological Services Office has established Standard Local Operating Procedures 

for Endangered Species (SLOPES) for wood storks to provide a tool to assist in determining if an action 

could adversely affect wood storks. The Core Foraging Area (CFA) is a 30-kilometer (18.6-mile) zone 

surrounding the colony. The guidelines recommend restrictions in each of the zones that correspond to 

nesting and non-nesting season cycles. 

According to information obtained from the FWC, the entire Project Area within Broward and Palm 

Beach Counties lies within CFAs of four active wood stork colonies with the closest colony approximately 

6.5 miles northwest of the projects northern terminus. Due to the urban nature of the corridor, 

occurrence of this species within the Project Area would be transitory in nature. Any potential foraging 
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areas within or adjacent to the Project Area would provide sub-optimal habitat for wood storks due to 

high noise levels and human activity. Furthermore, there is no evidence of breeding or foraging 

occurring within the Project Area. Though wood storks may use the waterways adjacent to the Project 

Area as foraging grounds, the Project will not alter these areas. 

The USFWS’s programmatic Wood Stork Effect Determination Key was consulted and a determination of 

“Not Likely to Adversely Affect” was achieved for all alternatives considered within this EA, including the 

No-Build Alternative and the Preferred Build Project Alternative, based on lack of impact or alteration 

to suitable foraging habitat. 

In addition, Wood Stork Technical Special Provisions will be incorporated into the contractor’s bid 

documents for use during project construction to further ensure that potential wood stork habitat will 

be preserved to the maximum extent possible. 

Southeastern Beach Mouse (Peromyscus polionotus niveiventris)

The southeastern beach mouse is listed as a threatened species by the USFWS. It is one of seven 

subspecies identified as “beach mice”. Historically, the southeastern beach mouse occurred along 

approximately 174 miles of Florida’s east coast barrier islands, from Ponce Inlet, Volusia County to 

Hollywood, Broward County. However, according to the most recent published literature, this 

subspecies is currently limited to approximately 50 miles of dune habitat in Volusia County, Brevard 

County, and within pockets of suitable habitat in Indian River and St. Lucie counties. The beach mouse is 

believed to have been extirpated from Fort Pierce Inlet, St. Lucie County south through Broward County. 

However, population data is limited in South Florida and population trends are difficult to determine for 

the southeastern beach mouse.

Dune vegetation, particularly sea oats (Uniola paniculata) within the primary coastal dunes is considered 

essential habitat of the southeastern beach mouse. This beach mouse has also been reported from 

sandy areas of adjoining coastal strand vegetation, which refers to a transition zone between the 

foredune and the inland plant community. Beach mouse habitat is heterogeneous, and distributed in 

patches that occur both parallel and perpendicular to the shoreline. 

The coastal areas of Palm Beach, Broward and Miami-Dade Counties lie within the USFWS’s 

southeastern beach mouse consultation area. However, because the Project Area does not have suitable 

habitat for the beach mouse and is located south of its current known range, the alternatives considered 

within this EA, including the No-Build Alternative and the Preferred Build Project Alternative are

expected to have “No Effect” on the southeastern beach mouse or its habitat.

West Indian Manatee (Trichechus manatus)

The West Indian Manatee is classified as endangered by the USFWS, and receives further protection 

under the U.S. Marine Mammal Protection Act of 1972 and the Manatee Sanctuary Act of 1978. 

Portions of the project in Miami-Dade and Palm Beach Counties lie within designated Critical Habitat for 

the manatee. Chapter 68C-22.009, 68C-22.010 and 68C-22.025 of the Florida Administrative Code 

establish Manatee Protection Zones in Palm Beach, Broward, and Miami-Dade Counties, respectively. 
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The range of the manatee is a function of water temperature. The manatee is confined to Florida 

coastal, estuarine, and riverine waters during winter months, but during the summer months its range 

often includes neighboring states. Habitat requirements include warm water, freshwater sources, 

plentiful aquatic vegetation for foraging and waterways of sufficient depth and width to allow passage. 

Manatees are frequently found in large congregations at warm water discharge points such as nuclear 

cooling facilities or natural springs where warm fresh water is abundant and conditions are favorable for 

vegetative blooms.

The canals and waterways adjacent to the Project Area are accessible to manatees so there is a 

moderate potential for manatees to occur within the Project Area; however, there is no proposed work 

within or adjacent to these canals and waterways. Therefore, because none of the alternatives 

considered within this EA, including the No-Build and Preferred Build Alternatives, implicate work 

within waters accessible to manatees and would not directly or indirectly affect manatees, the 

construction and operation of the Project would have “No Effect” on the manatee or its habitat based 

on the USACE Manatee Key. 

In addition, the Standard Manatee Conditions for In-Water Work shall be utilized to ensure protection of 

the West Indian Manatee during construction of the Project.

State Listed Species

Although the primary purpose of this section is to address potential impacts to species protected under 

the Federal Endangered Species Act, the following is provided for additional consideration. The Florida 

Fish and Wildlife Conservation Commission (FWC) maintains the state list of animals designated as 

endangered, threatened, or species of special concern/ in accordance with- Rules 68A-27.003, 68A27.004, F.A.C., and 68A-27.005, F.A.C., respectively. The state lists of plants that are designated as 

endangered, threatened or commercially exploited is administered and maintained by the Florida 

Department of Agriculture and Consumer Services (FDACS) via Chapter 5B-40, F.A.C. Table 3-2.2 also

identifies those state listed species that could potentially be encountered in the vicinity of the Project 

Area. The alternatives considered within this EA, including the No-Build and Preferred Build 

Alternatives, are expected to have “No Effect” on those State-listed species identified in Table 3-2.2 

with a low potential of occurrence within the Project Area due to specific habitat requirements and 

known ranges. The following section discusses species that have been observed in the vicinity of the 

Project Area.

As indicated previously, State-listed threatened gopher tortoises were detected in the scrub habitats 

adjacent to the Project Area during recent field visits and the appropriate permits would be required if 

impacts could not be avoided to gopher tortoise burrows within the Project Area. Fencing is in place 

along these habitats, limiting the potential for occurrence of gopher tortoise within the Project Area. 

The State-listed Species of Special Concern gopher frogs (Lithobates capito) are predominately found 

near or within gopher tortoise burrows and, if present, would be protected along with the gopher 

tortoises.

Likewise, if the State-listed Species of Special Concern burrowing owl (Athene cunicularia floridana), 

which has been observed on several occasions in the vicinity of the Project Area in Broward and Palm 
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Beach Counties, builds a nest within the Project Area or a construction staging area, a relocation permit 

may need to be obtained from the FWC if impacts to the nest cannot be avoided.

Several birds listed as Species of Special Concern by the FWC could be encountered within the Project 

Area, including little blue heron (Egretta caerulea), snowy egret (Egretta thula), tri-color heron (Egretta 

tricolor), and white ibis (Eudocimus albus). Though none of these species were seen during field visits, 

all of them may use the waterways in the vicinity of the Project Area as foraging grounds. Many of these 

species are accustomed to human activity and any use of the Project Area would be transient. Because 

none of these species were observed during field visits and the Project will not alter foraging grounds, 

no impacts are anticipated to any of the above mentioned species as a result of any of the alternatives 

considered within this EA, including the Preferred Build Project Alternative.

The location of the nearest wading bird colony/rookery documented by the FWC is located

approximately 1.25 miles east of Miami on a spoil island (Bird Key) in Biscayne Bay which is used 

primarily by the State-listed Species of Special Concern brown pelicans (Pelecanus occidentalis) and 

great egrets (Ardea alba). In light of this distance, no impacts to wading bird colonies are anticipated as 

a result of the alternatives considered within this EA, including the Preferred Build Project Alternative..

Although the State-listed threatened West Indian mahagony was observed along the Project Area as 

planted landscaping, no natural populations exist along the Project Area. No other State-listed plant 

species were observed along the corridor. In light of the foregoing, no impacts to State-listed plant 

species are anticipated as a result of the alternatives considered within this EA, including the Preferred 

Build Project Alternative..

Wildlife Mortality

The potential of increased wildlife mortality associated with the increase in number of trains and speeds 

along the rail line was also considered. There are very few studies on extending service on existing rail 

lines and most data is anecdotal. Several factors impede the collection of reliable data on railway related 

to wildlife mortality including the relative inaccessibility of railway lines; the lack of experienced 

individuals to observe, identify, and record railway kills; and the inherent difficulty of identifying and 

investigating railway wildlife incidents from moving locomotives. 

The existing rail is Class IV which will be maintained. There will no change in the current freight train 

speeds of 60 mph and, although it may travel at speeds of up to 79 mph, the passenger trains will also 

likely average around 60 mph. Therefore, the increase in the number of trains and speeds associated 

with this Project would be minimal and the alternatives considered within this EA, including the 

Preferred Build Project Alternative, are not expected to result in a significant increase of wildlife 

mortality. The trains would be operating on an existing active rail system and wildlife along this corridor 

is acclimated to the presence of trains. Although there are no dedicated wildlife crossings, overpasses, 

or underpasses, there are a number of drainage pipes, bridges, and culverts along the corridor that 

provide the opportunity for animals to cross the track. Furthermore, natural areas that have the 

greatest potential for wildlife that may traverse the tracks are currently fenced, minimizing unwanted 

crossings. These structures would remain in place during and after construction. 
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The Project Area lies within a highly developed area and wildlife mortality has not been a documented 

issue along the rail line. It is anticipated that wildlife mortality would not significantly increase as a 

result of the proposed Project; however, if wildlife mortality becomes an issue as a result of the Project, 

there are mitigation strategies that can be implemented by AAF. Mitigation strategies available to help 

reduce the potential for wildlife mortality due to train crossings include the following: 

 concentrating on identified problem areas; 

 instructing train crews to report wildlife incidents; 

 removing carcasses from right-of-way to reduce scavenging; 

 removing spilled attractants (e.g., grain) in a timely manner; 

 reducing attractant vegetation on right-of-way; and 

 sharing data among jurisdictions.

AAF is committed to these mitigation measures to address any significant, unmitigated, impacts that 

may arise with respect to wildlife mortality as a result of the Project, if any.

Determination

The Project Area has been largely developed leaving little habitat capable of supporting protected 

species. Specific habitat requirements for most of the identified listed species preclude their presence 

within the Project Area. Other species that might have historically been present within the vicinity of 

the Project Area, are now gone because urban development has replaced all suitable habitat. For the 

few protected species (primarily birds) that might occur within the Project Area, their presence is likely 

to be transient in nature. No designated critical habitat is located within the Project Area, including 

areas of proposed improvements along all alternatives considered under this EA, such as the Project 

Area for the Preferred Build System Alternative and the Preferred Build Station Alternatives.

Specifically, the Preferred Build Station Alternatives would be predominantly in developed upland areas 

with limited habitat availability with no significant species involvement. Further, the No-Build 

Alternative and Preferred Build System Alternative would not have significant impact to federal- or 

state-listed or proposed threatened or endangered species because all work will be within the existing 

FEC ROW and no bridge improvements are proposed directly within any waterbodies or waterways and 

because specific measures discussed above will be implemented for any significant, unmitigated impacts 

that may result, if any, with regard to wildlife mortality. Furthermore, species-specific special provisions 

will be incorporated into the construction documents to minimize potential impacts to identified listed 

species. 

No adverse effects to individuals or to regional populations of federally or state-listed species are 

anticipated as a result of construction or operation of the Preferred Build Project Alternative and the 

proposed Project is consistent with the Endangered Species Act. 

Based on these results, USFWS concurrence shall be requested in October 2012 with a determination of 

no adverse effect by letter. If any federal or state-listed species are affected, the appropriate standard 

provisions permit conditions and/or mitigation will occur in consultation with USFWS and FWC. As such, 

the Preferred Build Project Alternative is not anticipated to have significant impacts to any State or 

Federally listed threatened or endangered species. 
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3.3 Human Environment 

For purposes of this document, the Human Environment will be defined as those concerns related to the 

human, built environment. These include transportation, land use, environmental justice, barriers to 

the elderly and handicapped, public health and safety, contaminated sites and hazardous materials, 

cultural resources, Section 4(f) and recreational resources, municipal service, energy resources and

aesthetics.

3.3.1 Transportation 

The potential for transportation impacts has been evaluated for both rail transportation networks, 

regional roadway transportation networks, and local roadway transportation networks. All tables that 

appear in this section along with further detail can be found in Appendix I – Transportation.

3.3.1.1 Rail Transportation

The proposed Project is approximately 70 miles long following an existing, privately-owned ROW 

between West Palm Beach and Miami. The existing freight train operations consist of 10 throughfreight trains per day, in addition to 4 local freight trains, with each train approximately 8,800 feet in 

length within the Project Area. Passenger rail service currently does not exist within the FEC corridor; 

however, Tri-Rail operates in a separate corridor west of the FEC corridor. The Tri-Rail system operates 

between West Palm Beach and Miami but does not directly service the central business districts (CBDs) 

of Miami, West Palm Beach, and Fort Lauderdale. The characteristics of the proposed AAF Project are 

significantly different from the Tri-Rail in terms of speeds, travel times, frequency, number of stops and 

target patrons and service areas. The proposed AAF Project would have passenger service trains 

traveling at an average of 60 mph, would have only three stations, and would have a maximum 

frequency of one train per hour per direction. The frequency and types of service for 2006 base year, the 

2015 opening year and the 2035 build out year are shown in Table 3-3.1. As shown in Table 3-3.1, the 

operational characteristics, such as speed of the freight trains, are expected to improve which, in turn,

would decrease the time needed for trains to clear a railroad crossing.

The No-Build Alternative would not significantly impact rail transportation within the Project Area. As 

defined above, the No-Build Alternative has been analyzed as a system that will maintain the existing 

infrastructure without the introduction of the proposed passenger train service. It includes freight trains 

only (freight local and through), including the expected growth in freight based on the understanding 

that the frequency and/or length of the trains would be adjusted to meet the market demand and 

expected growth into the future. The No-Build Alternative would not be expected to result in any 

delays or impacts related to construction of stations or other infrastructure required for the proposed 

Project. 

The Preferred Build Project Alternative (which, as defined above, includes the Preferred Build System 

Alternative and the Preferred Build Station Alternatives) will be designed to have no impact on freight 

rail transportation system. The provision of a mostly two track new railroad (in place of the existing 

mostly single track railroad) is likely to enhance freight reliability and capacity, in addition to 

accommodating the proposed passenger service. Current freight rail operations on the FEC corridor 

would not be affected by the 16-19 additional daily passenger train round trips because additional 
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capacity will be gained through the double tracking of the approximately 70-mile corridor. Track 

construction, improvements and rehabilitation needed to implement the Preferred Build System 

Alternative would be performed according to best management practices to have minimal temporary 

impacts to existing freight operations during construction.

Table 3-3.1

FEC Railroad Crossing Delay Estimates
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Restored double track and new crossover and track work would be done using planning and 

construction practices that would minimize impact on freight or passenger traffic during construction. 

AAF is aware of similar projects (such as The Union Pacific Railroad in northern California) where the 

upgrades and double tracking work was completed without any impact to passenger and freight services 

during construction. AAF intends to follow similar construction techniques to minimize such impacts.

The Preferred Build System Alternative would have a positive impact to passenger rail transportation in 

the FEC corridor by providing new service between West Palm Beach and Miami’s CBD with far fewer 

stops than Tri-Rail (Tri-Rail has about 18 stations where as the proposed FEC service will have just 3 

stations). The Preferred Build Station Alternatives would not have any impact on the existing freight 

service because the proposed stations are anticipated to serve passengers only. In summary, therefore, 

the Preferred Build Project Alternative (which includes the Preferred Build System Alternative and the 

Preferred Build Station Alternatives) will be designed to have no significant impacts on the existing 

freight rail transportation system. 

3.3.1.2 Regional Roadway Network

A regional roadway network consists of major roadways that serve regional traffic (across counties and 

states). Freeways, state highways, and county arterials are generally part of a regional transportation 

network. The primary north-south roadways that serve the vehicular travel between West Palm Beach 

and Miami are I-95 and Florida’s Turnpike. Both the I-95 and Turnpike corridors are already congested 

and are projected to experience increased delays -- especially during peak hours of travel. US 1 also 

serves regional traffic along this Project Area and is also heavily congested. 

The No-Build Alternative has the potential to contribute to future adverse impacts on the I-95 and 

Florida’s Turnpike corridors. Over time, these already congested and physically constrained facilities 

would only continue to impede the traveling public’s ability to move between West Palm Beach and 

Miami. Under the No-Build Alternative, the proposed passenger service would not be available to the 

residents and tourists of southeast Florida as a travel option.

The Preferred Build Project Alternative (which, as defined above, includes the Preferred Build System 

Alternative and the Preferred Build Station Alternatives) would have an overall, positive impact on the 

regional roadway network (especially I-95 and Florida’s Turnpike corridors) by providing a new 

transportation alternative for residents and tourists in southeast Florida that would be easily accessible 

to residents and visitors to the Florida in the CBDs of West Palm Beach, Fort Lauderdale and Miami. It is 

anticipated that the traffic on I-95 and the Florida turnpike that parallel the FEC corridor would be 

reduced if the proposed Preferred Build Project Alternative were implemented. 

3.3.1.3 Local Vehicular Transportation

Analysis and evaluation of impacts to local vehicular transportation was divided into two distinct 

scenarios: (1) potential impacts along the corridor at crossings resulting from the Preferred Build System 

Alternative, and (2) potential impacts specific to station locations resulting from the station alternatives 

considered under this EA, including the Preferred Build Station Alternatives. The following sections 

summarize those findings.
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Potential Impacts at Crossings

The Preferred Build System Alternative is planned within an area of the FEC corridor that currently 

crosses 183 roadways at signalized/gated crossings traversing nearly 70 miles and three counties. No 

new crossings are proposed for construction/operation as part of the Preferred Build System 

Alternative. 

To assess the impact of the proposed passenger service on the existing crossings, first the delay 

estimates at a typical crossing were developed, and then two representative crossings were analyzed in 

detail for each affected county, for a total of six investigated crossings. These crossing were selected at 

major arterial roadways that have significant traffic volumes compared to other roadways with railroad 

crossings. Adjacent signalized intersections within 500 feet from the crossing were also included in the 

analysis to study the impact of the train crossing event on intersection traffic operations. It is expected 

that if the impact is minimal at a major arterial crossing (with higher traffic volumes) then the impact 

would be minimal at minor roadway crossings. Therefore these crossing represent worst-case scenario 

in terms of traffic delay and LOS.

The methodology and analysis of a typical crossing are based on the following assumptions and are 

described in detail below:

 Length of the train, speed, and clearance time requirements for closing and opening of the gates 

at the crossings are based on information from FEC, and in accordance with FRA and FDOT 

guidelines (See, e.g., 49 CFR 234). Details of train characteristics, frequency and clearance time 

are provided in Table 3-3.1, above.

 Two railroad crossing events (one passenger and one freight movement) are assumed to take 

place during the PM peak hour, one in each direction, resulting in two crossings per hour. This 

constitutes a worst case condition, since the traffic conditions on adjacent roadways would 

represent the highest delay/congestion during pm peak period.

 Based on the speed, length and clearance time, the proposed passenger train is anticipated to 

take approximately fifty two (52) seconds to clear the crossing. The freight trains take much 

longer (anywhere from 237 seconds to 308 depending on the County) to clear the crossing.

Table 3-3.1 also shows how much delay would be caused by freight and passenger trains at a typical 

crossing such as those being studied based on various parameters. The delay estimates provide 

comparison by type of service and other operational characteristics for year 2006 and future years 2015 

and 2035. The year 2006 only has freight service while the opening year of 2015, and future build-out 

year of 2035 includes both freight and passenger service. It can be seen from these delay estimates that 

the delay caused by a passenger train crossing event (52 seconds) is much less than the delay from a 

freight train crossing event (266-308 seconds). This generalized analysis of a typical crossing is shown in 

Table 3-3.1.

Study Crossings

Based on the above discussed criteria and parameters, the following major arterials with FEC at-grade 

crossings were selected to be analyzed:
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 Palm Beach County

 Forest Hill Boulevard Crossing

 Linton Boulevard Crossing

 Broward County:

 Hillsboro Boulevard Crossing

 Broward Boulevard Crossing

 Miami-Dade County:

 US 1/Biscayne Boulevard Crossing

 NW 20th Street Crossing

These crossings along with any adjacent intersections to these crossings were analyzed for the opening 

year of 2015 and the build out year of 2035.

Traffic Data

Traffic data used in this analysis was obtained from Palm Beach County, Broward County, Dade County 

and FDOT sources. Some counts used in the analysis were conducted by URS in 2010. The opening year

(2015) and build out year (2035) traffic volumes were developed by using a 1% per year growth rate 

from existing counts. It should be noted that most of the Project Area is built out and has experienced 

either no growth or negative growth in the past 5 years. Therefore this 1% growth assumption 

represents worst-case future year traffic volumes.

Traffic Operational Analysis:

Capacity analyses for all the crossings and intersections in the Project Area were conducted in 

accordance with the methodology presented in the Highway Capacity Manual utilizing the 

Synchro/Simtraffic software, version 7. Level of Service qualitatively relates capacity to operational 

conditions. LOS ranges from “A” to “F”, with “A” being the best operating condition and “F” being the 

worst. Generally, LOS “E” or better is considered acceptable for CBDs and developed urbanized areas. 

LOS for signalized intersections is measured by control or signal delay per vehicle. Table 3-3.2 provides 

the delay ranges for LOS “A” through “F”.

Table 3-3.2

Level of Service (LOS) Criteria

Level of Service Delay 

(seconds/vehicle)

A <10

B 10.1 to 20.0

C 20.1 to 35.0

D 35.1 to 55.0

E 55.1 to 80.0

F > 80.0

Source: Highway Capacity Manual (HCM) 2000
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For this analysis of the Project the selected six intersections and railroad crossings were analyzed for the 

p.m. peak hour conditions to represent the maximum traffic volumes during the day. The p.m. peak 

hour generally takes place between 4:00 p.m. and 6:00 p.m. The crossing operation includes a clearance 

phase prior to the arrival of the train to clear any queues present on the railway and adjacent 

approaches. Gates will then be closed and the train crossing event will run. During this phase, the traffic 

movements not affected by the crossings will continue to operate normally at the adjacent 

intersections. After the train event, the intersections revert back to normal phase operations for the 

rest of the peak hour. 

The analysis involved following steps:

 The peak hour operations at the crossing were divided in to three cycles. The first cycle 

represents no train crossing event, second cycle represents freight train crossing event, and the 

third cycle represents passenger train crossing event. Delay was calculated for each of these 

cycles and the average delay was calculated as the weighted hourly average delay of the signal 

cycles with no train crossing, with freight train crossing, and with passenger train crossing. 

Under this analysis, a typical peak hour would have one freight train crossing, one passenger 

train crossing, and rest of the hour will have normal signal cycles where there will not be any 

delay caused by gate closure at the crossing. The no train crossing event delays are included in 

the average because the delays calculated represent average delay for the peak hour. 

 Delays and levels of service were also calculated and reported for the affected cycle when 

railroad crossings are anticipated to take place. Queue lengths were obtained from 95th

percentile queue lengths reported by the Synchro Software. The 95th percentile queue 

represents the queue length that is not expected to be reached 95% of the time. A similar 

procedure was applied for estimating queue lengths on the approaches to the rail crossing when 

the train is present. 

 Levels of service (LOS) for the roadways and intersections in the influence area of the crossing 

was calculated using the weighted average of the delay for all signal cycles during the peak hour 

with and without the train crossing events. For illustration purposes, the LOS is also presented 

for the affected cycles when the railroad crossings take place. 

 All traffic signals are assumed to have pre-emption capabilities and standard signal coordination 

in place allowing traffic to clear out and/or hold vehicles until the train clears. The signal 

operation at adjacent intersections would be coordinated in such a way that they would not be 

providing green time to movements that approach the crossings. This coordination and

preemption would prevent the vehicles from being trapped between the crossing location and 

the intersection.

Palm Beach County

In Palm Beach County, the at-grade crossings at Forest Hill Blvd. and Linton Blvd. were analyzed for 

opening year (2015) and the build out year (2035). Results of the analysis are summarized in Table 3-3.3. 

This table shows detail comparison of delay, LOS, and queuing under normal signal cycle, freight train 

crossing cycle and passenger train crossing cycle.
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Forest Hill Blvd.:

This crossing was analyzed along with the adjacent signalized intersection at Georgia Avenue. As seen in 

Table 3-3.3, the delay increase between normal signal operation and the weighted average delay

including the freight train, and passenger train crossing events for the build out year of 2035 is minimal 

(3.4 sec/veh) and the intersection would continue to operate at acceptable LOS (LOS E or better) during 

the peak hour. Also the delay during the passenger train crossing cycle is much less than the delay 

during the freight train crossing cycle. The analysis results indicate that the impact on the arterial in 

terms of delay and queuing is limited to the signal cycles immediately following a train crossing event. 

Such delay and queuing impacts would dissipate as the signal operation returns to normal cycle and the 

weighted average impact during the peak hour is minimal. Therefore, the Preferred Build System 

Alternative is not expected to significantly impact the traffic operations at this crossing. The delay

impact was higher in the build out year (2035) compared to the opening year (2015) as the traffic 

volumes and freight activity grow from 2015 to 2035.

Linton Blvd.:

This crossing is located very close (about 50 feet) to the intersection of Dixie Highway and the crossing. 

Therefore the crossing and the intersection were analyzed as a single signal operation. As seen in Table 

3-3.3, the delay increase between normal signal operation and the weighted average delay including the 

freight train, and passenger train crossing events for year 2035 is minimal (52.4 sec/veh to 67.4 sec/veh) 

and the intersection would continue to operate at acceptable LOS (LOS E or better) during the peak 

hour. Therefore, the Preferred Build System Alternative is not expected to signficantly impact the 

traffic operations at this crossing. The delay impact was higher in the build out year (2035) compared to 

the opening year (2015) as the traffic volumes and freight activity grow from 2015 to 2035. 
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Table 3-3.3

Mainline Railroad Crossing

PM Peak Hour Delay and LOS

Palm Beach County

Both the crossings analyzed in Palm Beach County are expected to operate at LOS E or better in the year 

2035 under the preferred build alternative. There would be no significant impact to traffic operations at 

these locations as a result of the Preferred Build System Alternative. 

Broward County

In Broward County, the at-grade crossings at Hillsboro Blvd. and Broward Blvd. were analyzed for the 

opening year of 2015 and the build out year of 2035. Results of the analysis are summarized in Table 3-

3.4. This table shows detail comparison of delay, LOS, and queuing under normal signal cycle, freight 

train crossing cycle and passenger train crossing cycle.
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Table 3-3.4

Mainline Railroad Crossing

PM Peak Hour Delay and LOS

Broward County

Hillsboro Blvd.:

This crossing was as a standalone intersection. As seen in Table 3-3.4, the year 2035 delay at the 

crossing for normal signal cycle (no train crossing event) is 0.0 sec/veh, and the weighted average delay 

including the freight train and passenger train crossing events is 9.7 sec/veh and the intersection would 

operate at acceptable LOS (LOS E or better) during the peak hour. Also the delay during the passenger 

train crossing cycle is much less than the delay during the freight train crossing cycle. Therefore, the 

Preferred Build System Alternative is not expected to significantly impact the traffic operations at this 

crossing. The delay impact was higher in the build out year (2035) compared to the opening year (2015) 

as the traffic volumes and freight activity grow from 2015 to 2035. 

Broward Blvd.:

This crossing was as a standalone intersection. The results (shown in Table 3-3.4) were similar to 

Hillsboro Blvd and impact is expected to be minimal on the peak hour basis and the intersection would 

continue to operate at acceptable LOS (LOS E or better) during the peak hour.
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Both the crossings analyzed in Broward County are expected to operate at LOS E or better in the buildout year of 2035 under the Preferred Build System Alternative. There would be no significant impact to 

traffic operations at these locations as a result of the Preferred Build System Alternative.

Miami-Dade County

At-grade crossings at US 1/Biscayne Blvd. and NW 20th St. were analyzed. In Miami-Dade County, the atgrade crossings at US 1/Biscayne Blvd. and NW 20th St. were analyzed for the opening year of 2015 and 

build out year of 2035. Results of the analysis are summarized in Table 3-3.5. This table shows detail 

comparison of delay, LOS, and queuing under normal signal cycle, freight train crossing cycle and 

passenger train crossing cycle.

US 1/Biscayne Blvd.:

This crossing was analyzed along with the adjacent signalized intersection at NE 6th Ave. As seen in Table 

3-3.5, the delay increase between normal signal operation and the weighted average delay including the 

freight train, and passenger train crossing events for year 2035 is minimal (10 sec/veh) and the 

intersection would continue to operate at acceptable LOS (LOS E or better) during the peak hour. Also 

the delay during the passenger train crossing cycle is much less than the delay during the freight train 

crossing cycle. The analysis results indicate that the impact on the arterial in terms of delay and queuing 

is limited to the signal cycles immediately following a train crossing event. Such delay and queuing 

impacts would dissipate as the signal operation returns to normal cycle and the weighted average 

impact during the peak hour is minimal. Therefore, the Preferred Build System Alternative is not 

expected to significantly impact the traffic operations at this crossing. The delay impact was higher in 

the build out year (2035) compared to the opening year (2015) as the traffic volumes and freight activity 

grow from 2015 to 2035.
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Table 3-3.5

Mainline Railroad Crossing

PM Peak Hour Delay and LOS

Miami-Dade County

NW 20th St.:

This crossing was analyzed along with the adjacent signalized intersection at Miami Ave. As seen in Table 

3-3.5, the delay increase between normal signal operation and the weighted average delay including the 

freight train, and passenger train crossing events for year 2035 is minimal (5.4 sec/veh) and the 

intersection would continue to operate at acceptable LOS (LOS E or better) during the peak hour. 

Therefore, the Preferred Build System Alternative is not expected to significantly impact the traffic 

operations at this crossing. The delay impact was higher in the build out year (2035) compared to the 

opening year (2015) as the traffic volumes and freight activity grow from 2015 to 2035.

There would be no significant impact to traffic operations at these locations as a result of the Preferred 

Build System Alternative. 
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Summary

Based on the analysis of the opening year of 2015 and the build out year of 2035 with and without the 

train service traffic operations at the six crossings at major arterial roadways in the Project Area, the 

following conclusions were reached:

 The passenger train is expected to clear the crossing in 52 seconds and have one such crossing 

event in the peak hour. The analysis indicates that the additional delay at the crossing caused by 

the introduction of passenger rail service on the adjacent roadway network is minimal.

 Since the analysis was conducted for the peak hour, any event taking place during non-peak 

hours would have less impact on traffic operations. 

 The traffic operations and LOS at adjacent intersections are anticipated to continue to operate 

at similar LOS with the introduction of the passenger rail service compared to LOS with already 

existing freight service. Therefore the additional impact from the passenger rail service is 

minimal. During a train crossing event, traffic movements not affected by the train will be 

operated normally to minimize the impact on delay and queues.

 It should be noted that some of the crossings have intersections within close proximity of the 

crossing and queues will back up to and over the FEC railway at these intersection. These 

queues must be cleared before the rail crossing event under the pre-emption signal cycle 

operation. Proper signage and traffic controls to alert drivers about the railroad crossings will be 

in place in accordance to local City, County and State standards. 

The No-Build Alternative (which includes freight service only) would not have a significant impact on 

local vehicular transportation at crossings in the tri-county Project Area.

The Preferred Build System Alternative (which has been analyzed to include impacts resulting from 

existing freight service, as well as projected freight growth and the proposed passenger service) would 

not have a significant impact on traffic operations at railroad crossings in the tri- county Project Area

because the Preferred Build System Alternative would not lower the LOS on roadways proximate to 

existing crossings from an acceptable LOS to a failing LOS. The impact on delay, queuing, and LOS as 

result of the Preferred Build System Alternative is limited to signal cycles immediately following a train 

crossing event and are minimal on a peak hour basis. The passenger train is proposed clear a typical 

crossing in 52 seconds. With only one such crossing event during peak hour the impact on traffic 

operations on adjacent roadways is expected to be minor. Signal and circuit upgrades performed as part 

of the track construction, improvement and rehabilitation would occur within the FEC ROW, and would 

not substantially impact traffic on intersecting roadways. 

Potential Impacts at Stations

Based on the results of the All Aboard Florida Ridership Study (Louis Berger, July 2012) and trip 

generation resulting from the proposed development plans at the three station locations included 

within the Preferred Build Station Alternatives, a Traffic Impact Analysis was performed. The land uses, 

trip generation and traffic impact from the stations are described in the following sections.
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Proposed Land Uses 

Following land uses are being proposed at the stations:

 West Palm Beach Station: 

 10,000 square foot retail within the station

 Fort Lauderdale Station: 

 10,000 square foot retail within the station

 Miami Station: 

 60,000 square foot station depot

 30,000 square foot retail within the station 

 75,000 square foot transit-oriented retail 

 300,000 square foot office

 200-room hotel 

 400-resdential units

 1,050 parking spaces, approximately

Station Access

Station access points for each of the stations are as follows: 

 West Palm Beach North-Access to Quadrille St and 6th St

 West Palm Beach Central-Access to Evernia St

 Fort Lauderdale North-Access to Brickell Ave

 Fort Lauderdale South-Access to SE 2nd St

 Miami Central Elevated-Access to NW 1st Ave

 Miami South At-grade-Access to NW 1st Ave/NE 1st St

Exhibits showing the access and conceptual plans for the stations are provided in Appendix ITransportation.

Daily Boarding and Ridership

Daily boarding forecast for the year 2030 for the proposed stations are based on All Aboard Florida 

(AAF) Ridership and Revenue Forecasts. Year 2030 daily boarding volumes by station access mode are 

presented in Table 3-3.6.
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Table 3-3.6

2030 Daily boardings at AAF stations

Station Access, Mode Split and Volumes

Station Daily 

Boardings

Private 

Auto Park 

and Ride

Private 

Auto 

Drop-Off

Total 

Private 

Auto

Taxi Transit/

Shuttle

Walk Bike Total

West Palm Beach 22% 13% 35% 2% 24% 37% 2% 100%

Fort Lauderdale 18% 9% 27% 2% 37% 32% 2% 100%

Miami 16% 6% 22% 4% 38% 34% 2% 100%

West Palm Beach 1,998 440 260 700 40 480 739 40 1,998

Fort Lauderdale 1,827 329 164 493 37 676 585 37 1,827

Miami 1,868 299 112 411 75 710 635 37 1,868

Total 5,693 1,068 536 1,604 151 1,865 1,959 114 5,693

1. Source: Daily Boardings from AAF Ridership and Revenue Forecast

2. Station Access Modal Split adapted from Transit Cooperative Research Report 153 - Guidelines for Providing Access to Public Transportation 

Stations, 2012.

Trip Generation

Trip generation estimates at each station consists of trips generated by the proposed land uses at each 

station and the trips associated with the forecasted boarding and ridership data. Trips for retail, office, 

and hotel land uses were estimated using the Institute of Transportation Engineers (ITE) Trip Generation, 

8

th Edition. Summary of the trip generation for each of the stations is presented in Table 3-3.7. A

detailed Trip Generation Memorandum was also prepared.

Trip Distribution

Traffic from the proposed train stations was manually distributed to surrounding roadways based on 

surrounding land uses, roadway network and existing traffic characteristics. All roadways within halfmile radius from proposed stations were studied. At the proposed railroad stations where at-grade 

crossings are proposed to be closed, the vehicular traffic is re-routed to the adjacent streets. For 

example, in the proposed Miami At-grade Station, the at-grade crossing at NW 3rd Street, between NW 

2

nd Avenue and NW 1st Avenue is proposed to be closed. The traffic from NW 3rd Street where the atgrade crossing is proposed to be closed is rerouted to NW 2nd Avenue south to NE/NW 1st Street and 

north to NE 5th Street continuing eastward to NW 1st Avenue where it connects with 3rd Street.
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Table 3-3.7

Trip Generation Summary for Proposed Stations (NET new trips)

Description Daily AM Peak Hour PM Peak Hour

In Out Total In Out Total In Out Total

WEST PALM BEACH STATION

Retail Trips 182 182 364 24 16 40 16 17 33

Ridership/Boarding Trips 771 771 1,542 231 231 463 231 231 463

TOTAL 953 953 1,906 255 255 503 247 248 496

FORT LAUDERDALE STATION

Retail Trips 182 182 364 24 16 40 16 17 33

Ridership/Boarding Trips 575 575 1,150 173 173 345 173 173 345

TOTAL 757 757 1,514 197 189 385 189 190 378

MIAMI STATION

Office/Retail/Hotel/

Residential Trips

4,591 4,591 9,182 612 263 875 364 557 921

Ridership/Boarding Trips 533 533 1,066 160 160 320 160 160 320

TOTAL 5,124 5,124 10,248 772 423 1,195 524 717 1,241

1. See the attached trip generation sheets for detailed trip generation, internal capture, and pass-by calculations.

2. Daily Boardings information is obtained from AAF Ridership and Revenue Forecast

3. Station Access Modal Split adapted from Transit Cooperative Research Report 153 - Guidelines for Providing Access to Public Transportation 

Stations, 2012.

4. Peak hour boardings are assumed to be 30% of the daily boardings based on the information from TRB's Commuter & Light Rail Transit 

Corridors, March 1996.

Traffic Analysis

Roadway segments were analyzed for the opening year of 2015 and the build out year of 2035. Future 

background traffic volumes were obtained from the 2035 Southeast Florida Regional Planning Model 

(SERPM). Year 2015 background volumes were developed by interpolating existing and 2035 volumes. 

Once the background traffic was developed, the project trips based on distribution were added to 

background trips to obtain total future volume on each link. Reasonableness checks were completed to 

make sure the future volumes were higher than existing volumes for all roadway segments. In cases 

where the model has predicted negative growth rate, the future volumes were adjusted to grow at 1% 

per year growth rate. Total daily volumes were compared to roadway capacities based on number lanes 

and Florida Department of Transportation Generalized Service Volumes applicable for urbanized areas. 

Level of service for each of the segments was determined by comparing the total daily volume on the 

segment to daily capacity from FDOT generalized tables. Worksheets showing the analysis results for 

each of the stations are attached to this memorandum.

All the segments that were within half mile radius from the stations were studied for impact. Given the 

CBD nature of the study areas surrounding the stations and presence of transit services, LOS E is 

considered acceptable LOS. To evaluate the impact of the station on each of the study area roadway 

segments, the percentage of the total capacity consumed by the project traffic was calculated. The 

segments along which project traffic consumes 5% or more of the capacity were identified as being 

impacted. Out of these segments that are identified as being impacted by the project traffic, the 
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segments on which the project traffic causes the LOS to degrade from acceptable LOS (LOS E or better) 

to LOS F would be considered as significantly impacted. For such segments further detailed analysis 

would be required to determine if any improvement are needed. For the segment on which the project 

traffic consumes less than 5% of the capacity the project related impact is considered not significant and 

no further analysis or improvements are needed. These guidelines are consistent with those used by 

FDOT and counties in Florida for the traffic analysis related to Development of Regional Impacts (DRIs) 

and Traffic Impact Studies (TIS) to evaluated the impact of developments on regional roadway network.

West Palm Beach-North

The proposed West Palm Beach-North station would not have a significant impact on the local roadway 

network in the opening year of 2015 or in the future build-out year of 2035. There are no segments 

within the analysis area on which the project traffic would consume more than 5% of the capacity. On 

average the West Palm Beach-North station would create vehicular volumes that would occupy 0.62% of 

the 2035 capacity of the local roadway network. Therefore, this alternative has no significant impact on 

the surrounding roadways. Detailed analysis is provided in Table 3-3.8.

West Palm Beach-Central

The proposed West Palm Beach-Central station, which is the Preferred Build Station Alternative for this 

city, would not have a significant impact on the local roadway network in the opening year of 2015 or in 

future build-out year of 2035. There are no segments within the analysis area on which the project 

traffic would consume more than 5% of the capacity. On average the West Palm Beach-North station 

would create vehicular volumes that would occupy 0.56% of the 2035 capacity of the local roadway 

network. Therefore, this Preferred Build Station Alternative has no significant impact on the 

surrounding roadways. Detailed analysis is provided in Table 3-3.9 and Figure 3-3.1. 

Fort Lauderdale (North and South)

The proposed Fort Lauderdale-North (the Preferred Build Station Alternative for this city) and Fort 

Lauderdale-South station locations are geographically proximate and share the same development plan. 

As such, results of this analysis is discussed together.

Neither of the proposed Fort Lauderdale stations would have a significant impact on the local roadway 

network in the opening year of 2015 or in future build-out year of 2035. There are no segments within 

the analysis area on which the project traffic would consume more than 5% of the capacity. On average 

the West Palm Beach-North station would create vehicular volumes that would occupy 0.51% of the 

2035 capacity of the local roadway network. Therefore, neither project alternative considered for the 

City of Fort Lauderdale, including the Preferred Build Station Alternative, would have significant impact 

on the surrounding roadways. Detailed analysis is provided in Table 3-3.10 and Figure 3-3.2. 

Miami-South At-grade

The project traffic from the proposed Miami-South at-grade station consumes more than 5% of the 

capacity on 16 of the 74 roadway segments analyzed by the year 2035. These segments are considered 

impacted by the project traffic. On average the Miami-South at-grade station would create vehicular 
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volumes that would occupy 3.50% of the 2035 capacity of the local roadway network. However the 

project traffic does not cause the LOS on any of these links to degrade from actable LOS (LOS E or 

better) to failing LOS (LOS F). Therefore, the Miami-South At-grade station alternative has no significant 

impact on the surrounding roadways. Detailed analysis is provided in Table 3-3.11.

Miami-Central Elevated 

The project traffic from the proposed Miami-Central Elevated station (which is the Preferred Build 

Station Alternative for this city) consumes more than 5% of the capacity on 15 of the 74 roadway 

segments analyzed by the year 2035. These segments are considered impacted by the project traffic. On 

average, the Miami-South at-grade station would create vehicular volumes that would occupy 3.70% of 

the 2035 capacity of the local roadway network. However, the project traffic does not cause the LOS on 

any of these links to degrade from actable LOS (LOS E or better) to failing LOS (LOS F). Therefore, the this 

Preferred Build Station Alternative has no significant impact on the surrounding roadways. Detailed 

analysis is provided in Table 3-3.12 and Figure 3-3.3. 

Based on the analysis, the project traffic generated by the proposed stations is minor compared to 

existing traffic and roadway capacities in the study area. Therefore, none of the station alternatives 

considered under this EA, including the Preferred Build Station Alternatives, would have any significant 

impact on adjacent roadways except for one segment near the Miami station. Summary of the results is 

provided below:

 West Palm Beach Stations-No significant impact

 Fort Lauderdale Stations-No significant impact

 Miami Stations-Significant impact on several segments but no adverse effect on any segments 

and therefore no mitigation is required.

 The roadways segments that provide direct access to the proposed station may require access 

management traffic analysis during the design phases.
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Table 3-3.8 

West Palm Beach North Alternative – Existing and Future LOS 
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Table 3-3.9 

West Palm Beach Central Alternative - Existing and Future LOS 
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Table 3-3.10 

Fort Lauderdale Alternatives - Existing and Future LOS 
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Table 3-3.11 

Miami at grade – Existing and Future LOS 
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Table 3-3.12 

Miami Elevated – Existing and Future LOS 
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3.3.1.4 Parking

The following section presents an assessment of parking availability for those areas of West Palm Beach, Fort 

Lauderdale, and Miami within close proximity of the proposed Preferred Build Station Alternatives

considered within this EA as well as the parking need associated with the development of those new stations. 

The assessment of existing parking identifies public and private off-street parking facilities, for both surface 

and structural parking facilities within 0.50 miles of the proposed station location. The parking demand 

assessment for each station uses a parking generation estimate based on the square footage of specific use 

within the planned stations, and the number of estimated transit riders. 

West Palm Beach Existing Parking

The Preferred Build Station Alternatives in the city of West Palm Beach is located at the northern edge of 

the West Palm Beach Central Business District. Refer to Figure 3-3.4 for a depiction of the station locationa. 

The Option 1 Station occupies an area of the city containing 3 parking structures and 1 surface parking lot 

which in total contain 2,762 parking spaces. The quarter-mile and half-mile buffers were shown to contain 

7,684 and 12,279 spaces respectively. See Tables 3-3.13 to 3-3.15 (following Figure 3-3.4) for detailed parking 

space counts. 

West Palm Beach Station Parking Demand

Parking estimates were developed through the application of standardized rates contained in the Institute of 

Transportation Engineers (ITE) parking estimation guide, Parking Generation, 4th Edition. 

Preliminary plans identify that the West Palm Beach Station will include retail use as well as provide access to 

inter-city rail service. The estimated parking demand generated is outlined in Table 3-3.16.

West Palm Beach Station Parking Availability Compared to Demand

As shown in Table 3-3.15, approximately 12,279 off-street parking spaces are available within a 1⁄2 mile radius 

of the station. Use within the station is estimated to produce a demand for approximately 215 spaces. 60 

parking spaces will be provided as part of the station complex, which will offset approximately 28% of the 

demand created by the new station. 

Comparison of the remaining demand for parking (155 spaces) to the overall volume of parking available 

within walking distance (1⁄2 mile) of the station (12,279 spaces) indicates the total remaining station demand 

represents 1.3% of the total number of spaces available. Based on the abundance of parking available within 

close proximity of the station, the increase in parking demand is expected to be absorbed by the remaining 

proximate public/private parking areas. The Preferred Build Station Alternatives in the city will not cause 

significant parking-related impacts at the West Palm Beach Station location.
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Table 3-3.13

Existing Parking that Occurs within the Proposed Station Development Area

West Palm Beach

Facility Type Number of Facilities Number of Spaces

Publicly Operated

Surface Lot: 1 255

Structure 2 1,939

Total Public 3 2,194

Privately Operated

Surface Lot: 0 0

Structure: 1 568

Total Private 1 568

Total Combined 4 2,762

Table 3-3.14

Off-Street Parking Facilities Available to the General Public within the Quarter Mile Buffer*

West Palm Beach

Facility Type Number of Facilities Number of Spaces

Publicly Operated

Surface Lot: 9 1,523

Structure 7 4,384

Total Public 16 5,907

Privately Operated

Surface Lot: 9 991

Structure: 2 786

Total Private 11 1,777

Total Combined 27 7,684

Table 3-3.15

Off-Street Parking Facilities Available to the General Public within the Half-Mile Buffer**

West Palm Beach

Facility Type Number of Facilities Number of Spaces

Publicly Operated

Surface Lot: 15 1,969

Structure 10 7,140

Total Public 25 9,109

Privately Operated

Surface Lot: 12 1,341

Structure: 4 1,829

Total Private 16 3,170

Total Combined 41 12,279

 

 *Inclusive of Station Development Area Parking Totals, **Inclusive of Station Development Area and 1⁄4 Mile Buffer Totals.
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Table 3-3.16

Parking Demand Estimate – West Palm Beach Station 

Use Area (GLA*) Parking Multiplier Estimated Parking 

Demand

Retail (In Station) 10,000 sqft

(8,000 sq ft)

4.1 Spaces Per 1,000 sqft GLA* 99 Spaces

Rail Station 771 Boardings 150 Spaces Per 1,000 Boardings 116 Spaces

Total Station Parking Demand 215 Spaces

 

 *GLA – Gross Leasable Area – Assumes 80% of total sqft area, discounting for common areas, equipment and other non-leasable areas.

Fort Lauderdale Station Existing Parking 

The Preferred Build Station Alternatives in the city of Fort Lauderdale Station is located near the center of 

the Fort Lauderdale Central Business District. Refer to Figure 3-3.5 for a depiction of the Station 

location. This proposed Fort Lauderdale station location occupies an area of the city containing 10 

parking facilities which in total contain 3,955 parking spaces. The quarter-mile and half-mile buffers 

were shown to contain 11,494 and 14,333 spaces respectively. See Tables 3-3.17 to 3-3.19 (following 

Figure 3-3.5) for detailed parking space counts. 

Fort Lauderdale Station Parking Demand

Parking estimates were developed through the application of standardized rates contained in the Institute of 

Transportation Engineers (ITE) parking estimation guide, Parking Generation, 4th Edition. 

Preliminary plans identify that the West Palm Beach Station will include retail use as well as provide access to 

inter-city rail service. The estimated station parking demand of 120 spaces is outlined in Table 3-3.20.

Fort Lauderdale Station Parking Availability Compared to Demand

As shown in Table 3-3.19, approximately 14,333 off-street parking spaces are available within a 1⁄2 mile 

radius of the Fort Lauderdale station location. In total, use within the Fort Lauderdale Station is 

estimated to produce a parking demand for approximately 120 spaces. 60 spaces are planned as part of 

the station which will offset approximately 50% of the parking demand created by the new station. 

The remaining demand for parking (60 spaces) represents less than 0.5%of the total number of spaces 

available to the public within a 1⁄2 mile radius of the Fort Lauderdale Station location. Based on the 

abundance of parking available within close proximity of the station, the increase in demand is expected 

to be absorbed by the remaining proximate public/private parking facilities. The Preferred Build Station 

Alternatives in the city will not cause significant parking-related impacts at the Fort Lauderdale station 

location.
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Table 3-3.17

Existing Parking that Occurs within the Proposed Station Development Area

Fort Lauderdale

Facility Type Number of Facilities Number of Spaces

Publicly Operated

Surface Lot: 4 388

Structure 3 2,346

Total Public 7 2,734

Privately Operated

Surface Lot: 1 80

Structure: 2 1,141

Total Private 3 1,221

Total Combined 10 3,955

Table 3-3.18

Off-Street Parking Facilities Available to the General Public within the Quarter Mile Buffer*

Fort Lauderdale

Facility Type Number of Facilities Number of Spaces

Publicly Operated

Surface Lot: 12 1,326

Structure 6 5,980

Total Public 18 7,306

Privately Operated

Surface Lot: 4 495

Structure: 7 3,693

Total Private 11 4,188

Total Combined 29 11,494

Table 3-3.19

Off-Street Parking Facilities Available to the General Public within the Half-Mile Buffer**

Fort Lauderdale

Facility Type Number of Facilities Number of Spaces

Publicly Operated

Surface Lot: 14 1,596

Structure 7 7,732

Total Public 21 9,328

Privately Operated

Surface Lot: 12 1,312

Structure: 8 3,693

Total Private 20 5,005

Total Combined 41 14,333

 *Inclusive of Station Development Area Parking Totals, **Inclusive of Station Development Area and 1⁄4 Mile Buffer Totals.
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Table 3-3.20

Parking Demand Estimate – Fort Lauderdale Station

Use Area (GLA*) Parking Multiplier Estimated Parking 

Demand

Retail (In Station) 10,000 sqft

(8,000 sqft)

4.1 Spaces Per 1,000 sqft GLA* 33 Spaces

Rail Station 575 Boardings 150 Spaces Per 1,000 Boardings 87 Spaces

Total Station Parking Demand 120 Spaces

*GLA – Gross Leasable Area – Assumes 80% of total sqft area, discounting for common areas, equipment and other non-leasable areas.

Miami Station Existing Parking

Both alternatives considered for the city of Miami, occupy a single area located near the western edge 

of the Miami Central Business District. Refer to Figure 3-3.6 for a depiction of the Station location. The 

proposed Preferred Build Station Alternative in the city occupies an area of the city containing 4 surface 

parking lots which in total contain 1,163 publicly operated parking spaces. The quarter-mile and halfmile buffers were shown to contain 13,479 and 21,436 spaces respectively. See Tables 3-3.21 to 3-3.23

for detailed parking space counts. 

Miami Station Parking Demand

Parking estimates for the Preferred Build Station Alternative in the City of Miami were developed through 

the application of standardized rates contained in the Institute of Transportation Engineers (ITE) parking 

estimation guide, Parking Generation, 4th Edition. 

The proposed location and design of each station option influences the parking demand generated by 

that facility. Preliminary plans identify that the Preferred Build Station Alternative in the city will include a 

mix of uses as well as provide access to inter-city rail service. The estimated parking demand generated 

by the Preferred Build Station Alternative in the city, 1,711 spaces, is outlined in Table 3-3.24. 
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Table 3-3.21

Existing Parking that Occurs within the Proposed Station Development Area

Miami

Facility Type Number of Facilities Number of Spaces

Publicly Operated

Surface Lot: 4 1,163

Structure 0 0

Total Public 4 1,163

Privately Operated

Surface Lot: 0 0

Structure: 0 0

Total Private 0 0

Total Combined 4 1,163

Table 3-3.22

Off-Street Parking Facilities Available to the General Public within the Quarter Mile Buffer*

Miami

Facility Type Number of Facilities Number of Spaces

Publicly Operated

Surface Lot: 21 4,832

Structure 9 5,024

Total Public 30 9,856

Privately Operated

Surface Lot: 19 2,946

Structure: 3 677

Total Private 22 3,623

Total Combined 52 13,479

Table 3-3.23

Off-Street Parking Facilities Available to the General Public within the Half-Mile Buffer**

Miami

Facility Type Number of Facilities Number of Spaces

Publicly Operated

Surface Lot: 36 6,774

Structure 7 5,469

Total Public 43 12,243

Privately Operated

Surface Lot: 28 4,023

Structure: 10 5,170

Total Private 38 9,193

Total Combined 81 21,436

 *Inclusive of Station Development Area Parking Totals, **Inclusive of Station Development Area and 1⁄4 Mile Buffer Parking Totals.
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Table 3-3.24 Parking Demand Estimate – Miami Station

Use Area (GLA*) Parking Multiplier Estimated Parking 

Demand

Retail 75,000 sqft

(60,000 sqft)

4.7 Spaces Per 1,000 sqft GLA* 282 Spaces

Retail (In Station) 30,000 sqft

(24,000 sqft)

4.1 Spaces Per 1,000 sqft GLA* 99 Spaces

Office 300,000 sqft 1.5 Spaces Per 1,000 sqft 450 Spaces

Hotel 200 Rooms 1 Space Per Room 200 Spaces

Residential 400 Units 1.5 Spaces Per Unit 600 Spaces

Rail Station 533 Boardings 150 Spaces Per 1,000 Boardings 80 Spaces

Total Station Parking Demand 1,711 Spaces

 

*GLA – Gross Leasable Area – Assumess 80% of total sqft area, discounting for common areas, equipment and other non-leasable areas.

Miami Station Parking Availability Compared to Demand

As shown in Table 3-3.23, approximately 21,436 off-street parking spaces are available within a 1⁄2 mile 

radius of the Preferred Build Station Alternative in the City of Miami. In total, use within the Preferred 

Build Station Alternative in the City of Miami is estimated to produce a parking demand for 

approximately 1,711 spaces. Additionally, a new 1,050 space garage is planned as part of the station 

complex which will offset approximately 61% of the parking demand created by the new station. 

A combination of the remaining demand figure (611 spaces) with the number of spaces displaced by the 

development of the station (1,163 spaces) provides the total swing of 1,824 spaces in parking demand 

vs. availability. The combined figure represents 8.5% of the total number of spaces available within 

walking distance of the station (21,436 spaces).

Based on information provided by Miami Parking Authority operations staff, the estimated weekday 

parking occupancy rate for structures and surface lots located within Downtown Miami ranges from 30% 

to 100% detailed as follows: 

 The existing city structures located in downtown range from 75-90% occupancy. 

 The surface lots near the Governmental Center are occupied near 100% Monday to Wednesday, 

90% Thursday, and 70% Friday.

 The surface lots located within the interstate right-of-way support occupancy rates near 30%. 

Based on the available parking within walking distance (0.50 miles) of the Preferred Build Station 

Alternative in the City of Miami, the increase in demand and reduction in available spaces is expected to, 

with minimal effect, be absorbed by the remaining proximate public/private parking areas. It is not 

anticipates that the Preferred Build Station Alternative in the City of Miami will cause significant parkingrelated impacts. 
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3.3.2 Land Use 

The existing FEC corridor within the Project Area is typically 100 ft wide through Palm Beach, Broward 

and Miami-Dade Counties, and has had freight and/or passenger service within the corridor throughout 

its 100-year plus history. Much of southeast Florida can trace its early development to this corridor and 

communities such as West Palm Beach, Fort Lauderdale and Miami, all of which grew around the 

corridor and have become an integral part of the community fabric.

The existing FEC corridor traverses established and heavily developed areas of the three counties. Land 

uses transition from high density, central business district urban, to medium density residential, to 

industrial and commercial uses. Little vacant and/or undeveloped land exists along the corridor. Due to 

the age of the existing corridor, established neighborhoods and communities have evolved in 

conjunction with the corridor. 

The three proposed stations within the Preferred Build Station Alternatives are located within the central 

business districts of West Palm Beach, Fort Lauderdale and Miami, and their proposed uses and 

intensities are consistent with all local plans.

 West Palm Beach – Currently designated within the Downtown Planned Unit Development and 

the future land use map indicates no change in this designation.

 Fort Lauderdale – Currently designated within the Regional Activity Center (Downtown)/ West 

Mixed Use area and the future land use map indicates no change in this designation.

 Miami – Currently designated as High-Density HDR 60/125 du/ac or more/gross ac and the 

future land use map indicates no change in this designation.

Property acquisition will be required for the Preferred Build Station Alternatives for West Palm Beach 

and may be required for Fort Lauderdale. It is anticipated that the acquisition(s) will occur as part of a 

property transaction and not as a taking (See Appendix J – Long Range Plans and Maps). It is not 

anticipated that these property acquisitions will have significant, adverse impacts on property owners or 

land use planning consistency. 

Local Planning Consistency

West Palm Beach

The City of West Palm Beach Master Plan Update (completed in 2007) (the “Plan”) is largely concerned 

with the quality of vertical development in the downtown. As such, the Plan focuses on the creation of 

character based zoning districts and the establishment of architectural guidelines and maximum building 

envelopes, but does not specifically address the City’s overall transportation system. Therefore, the Plan 

neither encourages nor discourages the development of a project such as this Project proposed by AAF. 

The City’s Comprehensive Plan and associated Transportation Element provide Objectives and Policies 

that clearly support the incorporation of transit within the community:

Policy 1.2.1(c): The City shall promote the designation of land uses and densities which are 

supportive of mass transit in areas around public transportation corridors.
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Objective 1.1.5: The City shall continue to work with PalmTran, Tri-Rail, other transit providers, 

as well as with public and private entities in increasing the transit modal split for all trips in the 

City of West Palm Beach.

Policy 1.1.5(f): The City shall continue to coordinate with the appropriate agencies on the 

adoption and implementation of the South Florida East Coast Corridor Study, which seeks to 

provide public transit options within the existing FEC railroad corridor.

Policy 3.1.1(c): The City shall encourage and support multimodal connections between, city 

areas, the Airport, the Downtown, and the Port. Passenger connections between these facilities 

may be achieved by utilizing Tri-Rail, PalmTran, or other transit facilities.

Fort Lauderdale

The City of Fort Lauderdale’s consolidated Downtown Master Plan (adopted in 2003) (the “FL Plan”) calls 

for the improvement of connections from Downtown to regional and statewide mass transit 

infrastructure as follows:

“One of the most important needs identified by the Downtown Master Plan, a coordinated 

multi-modal transit plan for Broward County and the entire South Florida region, is essential to 

the future success of Downtown Fort Lauderdale and other urban centers. Passenger rail service 

should be encouraged and planned on the existing FEC line that runs through Downtown...it is 

potentially the single most important catalyst for the revitalization of city centers up and down 

Florida's east coast, including Downtown Fort Lauderdale. The return of passenger rail service to 

Downtown would decrease commuter automobile traffic, activate streets with pedestrians, 

provide Downtown residents with convenient transit connections along the Florida coast, and 

catalyze rapid economic development.”

Goal 5 of the FL Plan provides for the creation of a “multi-modal transit hub at the historic Flagler Rail 

Line” stating that the “return of passenger service to the FEC rail line would support such a hub and 

would have an immeasurable positive impact on Downtown.” Further, the FL Plan establishes 12 

planning principles intended to guide the future growth of Downtown. Of these, Principle 11 “Provide 

alternatives to the car: walking, transit and cycling” also supports the concept of new passenger rail 

service such as the Project. 

Miami

Miami’s Downtown Development Authority completed the 2025 Downtown Miami Master Plan in 

October of 2009 (the “Master Plan”). The Master Plan is organized by five overarching goals including 

Goal 5 to “Promote Transit and Regional Connectivity” which provides the following:

“Uncomplicated and non-problematic access to Downtown Miami is critical to its economic and 

social strength. Access strategies should focus on the continuing development of multiple and 

intermodal transportation options that ease the ability to get to and from downtown, as well as 

the ability to move quickly and easily throughout the downtown.”
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Subsections 5.4 and 5.5 of Goal 5 further support the development of the Project. Section 5.4 “Promote 

Regional Level/Commuter Transit such as SFEC Corridor, Tri-Rail and High-Speed Rail” specifically 

supports connectivity to Downtown from other Florida East Coast cities along the FEC corridor and the 

designation of train stop locations to encourage transit utilization. Section 5.5 “Develop a Viable 

Downtown Intermodal Center at Government Center or Overtown Metrorail Stations” specifically 

supports the provision of intermodal facilities connecting to existing and future transit systems, 

including Metrorail, Tri-Rail, Metromover, Streetcar, Baylink, trolley and light rail.

The No-Build Alternative would not impact land use, be inconsistent with zoning, or require need for 

additional right-of-way.

The Preferred Build Project Alternative (which includes the Preferred Build System Alternative and all 

Preferred Build Station Alternatives) would not have a significant impact on land use, zoning 

consistency or property acquisition. Proposed improvements to the mainline are occurring within 

existing right-of-way and the existing corridor is identified as a transportation land use in all three

counties.

3.3.3 Demographics and Environmental Justice

Characteristics of the Population

The total populations for each of the counties and the State of Florida area as follows:

 Florida: 18,801,310

 Three County total: 5,564,635

o Palm Beach: 1,320,134

o Broward: 1,748,066

o Miami-Dade: 2,496,435

Tables 3-3.25 through 3-3.28 summarize demographic information drawn from the 2010 US Census and 

2010 American Community Survey. The data is presented by census tract to provide detail in the 

location of populations. State and County population totals and percentages are presented as a point of 

comparison for conditions identified within the affected census tracts. The racial minority, elderly, and 

low-income population groups located within the Project Area are significantly higher than the 

combined tri-county average. However, the percent of Hispanic residents and percent of the population 

that speaks English less than “Very Well” (Limited English Proficiency) identified within the proximate 

census tracts occurred at rates lower than those present within the more generalized area. 

A total of 138 Census Tracts from the 2010 US Census were identified within 1000 feet of the FEC rightof-way line. Of these, 46 were located in Palm Beach County, 52 were located in Broward County, and 

40 were located in Miami-Dade County.
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Table 3-3.25

Project Area Demographic 3-Summary

Table 3-3.26

Palm Beach County Demographic Summary

Area

Total 

Affected 

Census 

Tracts

Total 

Population

Non-White 

Population 

(TP-WP)

Percent 

Non-White 

(MP/TP)

Hispanic 

Population 

(HP)

Percent 

Hispanic 

Population 

(HP/TP)

Elderly 

Population 

(65+)

Percent 

Elderly 

Population 

(65+)

Population 

Who Speak 

English Less 

Than "Very 

Well"*

Percent 

Population 

Who Speak 

English Less 

Than "Very 

Well"*

Population 

Below 

Poverty 

(P)*

Percent 

Population 

Below 

Poverty 

(P/TP)*

Florida N A 18,801,310 4,692,148 25.0% 4,223,806 22.5% 3,259,602 17.3% 2,133,967 11.9% 2,502,365 13.3%

Tri-County Total N A 5,564,635 1,650,396 29.7% 2,312,920 41.6% 886,592 7.0% 1,253,445 22.5% 777,816 11.5%

Project Area 136 548,764 218,003 39.7% 140,790 25.7% 72,795 13.3% 112,861 22.2% 108,208 20.4%

Palm Beach 46 170,687 57,809 33.9% 37,908 22.2% 26,367 15.4% 33,536 20.8% 32,524 19.4%

Broward 52 220,308 89,184 40.5% 45,708 20.7% 27,250 12.4% 39,818 19.0% 43,385 19.9%

Miami-Dade 38 157,769 71,010 45.0% 57,174 36.2% 19,178 12.2% 39,507 28.9% 32,299 22.4%

Source: 2010 US Census SF1, *ACS 2010 is 5-year estimate 2006-2010: DP02, S1702

TRACT

Total 

Population

Non-White 

Population

Percent 

Non-White

Hispanic 

Population

Percent 

Hispanic

Elderly 

Population

Percent 

Elderly

Population 

that Speaks 

English Less 

Than "Very 

Well" (LEP)*

Percent 

LEP*

Number 

Below 

Poverty in 

Past 12 

Months*

Percent 

Below 

Poverty in 

Past 12 

Months*

002200 1,833 1,744 95.14% 83 4.53% 173 9.44% 43 2.80% 1,010 56.00%

002300 2,566 1,320 51.44% 272 10.60% 267 10.41% 117 7.00% 611 33.80%

002400 1,571 1,462 93.06% 82 5.22% 129 8.21% 0 0.00% 696 46.10%

002600 1,361 239 17.56% 210 15.43% 261 19.18% 146 16.80% 91 10.40%

002700 5,482 781 14.25% 810 14.78% 1,404 25.61% 159 3.80% 384 11.80%

002800 3,463 938 27.09% 1,062 30.67% 259 7.48% 611 19.30% 529 15.80%

003300 4,288 1,378 32.14% 2,939 68.54% 576 13.43% 2,216 52.70% 917 20.40%

003400 3,897 664 17.04% 1,369 35.13% 628 16.12% 1,038 23.90% 856 18.90%

003600 5,322 685 12.87% 1,917 36.02% 747 14.04% 1,069 21.20% 1,133 20.10%

003700 5,679 990 17.43% 3,856 67.90% 694 12.22% 1,923 35.30% 1,193 20.50%

004401 3,398 1,190 35.02% 1,332 39.20% 402 11.83% 923 29.30% 287 9.70%

004402 4,628 2,258 48.79% 2,560 55.32% 415 8.97% 2,181 48.00% 1,561 32.90%

005101 2,769 1,617 58.40% 2,066 74.61% 102 3.68% 1,809 75.70% 428 17.40%

005102 5,559 3,832 68.93% 2,111 37.97% 466 8.38% 2,560 52.10% 1,336 25.50%

005202 4,137 1,765 42.66% 1,699 41.07% 297 7.18% 1,495 40.60% 1,325 32.90%

005203 2,213 648 29.28% 835 37.73% 185 8.36% 159 11.40% 164 10.80%

005204 3,389 935 27.59% 1,158 34.17% 277 8.17% 1,381 34.00% 1,324 29.20%

005300 4,601 438 9.52% 544 11.82% 806 17.52% 396 9.10% 802 17.80%

005501 3,394 981 28.90% 681 20.06% 461 13.58% 755 24.80% 639 20.00%

005502 6,126 2,158 35.23% 1,203 19.64% 564 9.21% 853 14.80% 1,067 17.40%

005602 2,437 444 18.22% 239 9.81% 508 20.85% 67 3.30% 156 7.10%

005701 4,182 2,452 58.63% 625 14.95% 851 20.35% 1,323 32.80% 970 22.50%

005702 6,185 4,207 68.02% 673 10.88% 857 13.86% 1,780 30.70% 1,325 22.80%

006100 3,726 2,703 72.54% 233 6.25% 495 13.29% 441 10.50% 1,288 27.50%

006201 4,619 2,625 56.83% 791 17.12% 334 7.23% 1,869 40.70% 1,788 35.80%

006202 2,110 271 12.84% 243 11.52% 758 35.92% 89 5.50% 114 7.10%

006203 2,161 564 26.10% 240 11.11% 1,057 48.91% 376 16.00% 371 15.80%

006300 5,363 1,260 23.49% 529 9.86% 1,152 21.48% 701 13.40% 412 7.90%

006401 1,877 113 6.02% 133 7.09% 272 14.49% 60 2.90% 143 6.60%

006402 3,592 150 4.18% 178 4.96% 1,505 41.90% 136 3.80% 309 8.40%

006501 1,717 697 40.59% 212 12.35% 135 7.86% 218 15.50% 416 26.60%

006502 3,285 1,457 44.35% 373 11.35% 201 6.12% 447 18.10% 587 22.50%

006602 3,511 219 6.24% 247 7.04% 489 13.93% 204 5.60% 267 7.00%

006700 2,379 2,108 88.61% 114 4.79% 320 13.45% 205 10.40% 425 21.20%

006801 4,808 3,738 77.75% 717 14.91% 503 10.46% 1,341 29.20% 1,229 25.30%

006802 3,069 2,771 90.29% 263 8.57% 340 11.08% 957 31.60% 845 26.60%

006906 4,345 725 16.69% 519 11.94% 752 17.31% 406 9.40% 586 13.20%

007201 5,183 496 9.57% 641 12.37% 1,330 25.66% 760 13.10% 931 16.00%

007202 3,801 558 14.68% 548 14.42% 537 14.13% 189 4.80% 670 16.60%

007203 5,012 1,312 26.18% 1,203 24.00% 605 12.07% 695 13.70% 1,527 29.00%

007301 4,040 630 15.59% 464 11.49% 748 18.51% 242 6.30% 336 8.70%

007302 4,912 895 18.22% 731 14.88% 722 14.70% 425 9.20% 474 9.90%

007501 3,314 788 23.78% 416 12.55% 701 21.15% 228 7.10% 420 12.60%

007504 2,924 257 8.79% 273 9.34% 837 28.63% 224 8.40% 212 7.50%

007505 2,288 122 5.33% 158 6.91% 749 32.74% 129 7.20% 125 7.00%

007605 4,171 224 5.37% 356 8.54% 496 11.89% 190 4.70% 245 5.90%

Census Tract 170,687 57,809 33.87% 37,908 22.21% 26,367 15.45% 33,536 20.82% 32,524 19.40%

Palm Beach 1,320,134 350,013 26.51% 250,823 19.0% 285,155 21.60% 162,533 12.9% 156,759 12.23%

State of Florida 18,801,310 4,692,148 24.96% 4,223,806 22.5% 3,259,602 17.30% 2,133,967 11.9% 2,502,365 13.82%

Source: 2010 US Census SF1, *ACS 2010 is 5-year estimate 2006-2010: DP02, S1702
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Table 3-3.27

Broward County Demographic Summary

TRACT

Total 

Population

Non-White 

Population

Percent 

Non-White

Hispanic 

Population

Percent 

Hispanic

Elderly 

Population

Percent 

Elderly

Population 

that Speaks 

English Less 

Than "Very 

Well" (LEP)*

Percent 

LEP*

Number 

Below 

Poverty in 

Past 12 

Months*

Percent 

Below 

Poverty in 

Past 12 

Months*

010200 6,063 1,292 21.31% 902 14.88% 906 14.94% 1,170 19.90% 906 14.80%

010304 3,321 2,815 84.76% 312 9.39% 377 11.35% 705 25.40% 785 27.10%

010305 4,626 1,984 42.89% 944 20.41% 715 15.46% 713 18.10% 834 19.20%

010306 2,365 1,655 69.98% 184 7.78% 388 16.41% 343 16.70% 461 21.60%

010307 4,463 3,150 70.58% 664 14.88% 556 12.46% 767 16.90% 1,433 30.10%

010702 7,944 5,605 70.56% 1,328 16.72% 968 12.19% 2,004 24.80% 2,100 27.00%

010800 6,199 2,132 34.39% 1,785 28.80% 476 7.68% 1,736 29.00% 866 13.70%

030201 3,838 1,390 36.22% 1,025 26.71% 441 11.49% 857 22.50% 559 13.30%

030202 1,550 693 44.71% 192 12.39% 142 9.16% 430 21.70% 609 28.50%

030302 7,134 4,773 66.91% 1,120 15.70% 1,229 17.23% 2,346 34.90% 1,773 25.10%

030401 3,017 2,922 96.85% 122 4.04% 503 16.67% 387 12.30% 822 24.90%

030402 3,584 3,379 94.28% 309 8.62% 272 7.59% 585 17.20% 1,125 32.00%

030801 7,181 3,456 48.13% 2,479 34.52% 1,455 20.26% 2,950 38.90% 2,031 26.90%

030903 3,496 801 22.91% 519 14.85% 377 10.78% 425 13.60% 742 22.00%

030904 4,499 304 6.76% 438 9.74% 810 18.00% 124 3.10% 139 3.20%

031001 2,511 580 23.10% 337 13.42% 309 12.31% 288 12.90% 408 18.30%

031002 4,212 631 14.98% 503 11.94% 731 17.36% 208 5.40% 410 10.60%

040205 4,742 542 11.43% 665 14.02% 771 16.26% 307 7.30% 197 4.40%

040300 3,938 524 13.31% 626 15.90% 677 17.19% 601 14.00% 544 12.90%

040701 2,722 350 12.86% 384 14.11% 297 10.91% 122 4.80% 237 9.00%

040702 3,565 855 23.98% 509 14.28% 405 11.36% 271 7.20% 277 8.20%

040802 4,254 2,093 49.20% 650 15.28% 249 5.85% 788 20.40% 626 14.80%

041600 5,572 5,019 90.08% 214 3.84% 332 5.96% 216 4.60% 2,522 47.30%

041700 3,797 3,031 79.83% 281 7.40% 209 5.50% 911 24.00% 1,938 48.50%

041801 1,787 217 12.14% 243 13.60% 163 9.12% 135 9.10% 76 4.50%

042302 1,215 369 30.37% 288 23.70% 219 18.02% 336 22.20% 211 13.90%

042500 6,890 1,951 28.32% 911 13.22% 436 6.33% 735 13.60% 503 10.70%

042600 5,289 1,331 25.17% 560 10.59% 708 13.39% 191 3.70% 1,401 26.90%

043301 4,493 647 14.40% 879 19.56% 547 12.17% 395 9.80% 378 8.90%

043302 1,968 512 26.02% 660 33.54% 143 7.27% 181 13.30% 380 26.00%

050100 4,418 989 22.39% 2,260 51.15% 371 8.40% 1,797 36.80% 728 14.10%

050501 3,616 871 24.09% 1,152 31.86% 313 8.66% 449 14.90% 352 11.30%

050502 4,483 1,135 25.32% 1,510 33.68% 377 8.41% 1,180 25.80% 645 13.60%

050601 3,396 358 10.54% 492 14.49% 496 14.61% 387 11.40% 181 5.10%

050602 3,558 917 25.77% 875 24.59% 440 12.37% 916 26.40% 439 12.00%

050702 5,979 3,192 53.39% 2,194 36.70% 383 6.41% 2,239 41.20% 1,274 21.50%

050900 5,651 1,659 29.36% 797 14.10% 666 11.79% 762 12.20% 850 13.10%

051001 3,379 375 11.10% 440 13.02% 467 13.82% 198 7.00% 101 3.50%

051002 2,626 204 7.77% 263 10.02% 631 24.03% 55 2.40% 180 7.90%

080101 4,931 622 12.61% 942 19.10% 1,201 24.36% 869 18.30% 504 10.20%

080102 4,237 1,434 33.84% 874 20.63% 560 13.22% 456 13.60% 569 15.80%

080200 1,172 115 9.81% 168 14.33% 329 28.07% 142 13.60% 62 5.90%

080500 6,786 5,858 86.32% 818 12.05% 722 10.64% 592 10.30% 1,548 25.50%

090301 2,401 726 30.24% 682 28.40% 351 14.62% 549 14.10% 1,889 47.70%

090302 6,706 1,491 22.23% 1,597 23.81% 951 14.18% 1,360 22.00% 1,388 21.50%

090403 3,271 1,238 37.85% 1,264 38.64% 329 10.06% 967 31.10% 968 28.10%

090404 4,852 1,632 33.64% 1,723 35.51% 442 9.11% 724 17.20% 741 16.90%

091801 5,531 3,170 57.31% 1,620 29.29% 485 8.77% 892 18.00% 950 18.30%

091902 4,642 1,473 31.73% 1,574 33.91% 440 9.48% 885 21.50% 721 16.70%

100201 1,218 385 31.61% 563 46.22% 188 15.44% 574 45.30% 324 24.50%

100300 6,053 2,184 36.08% 2,769 45.75% 781 12.90% 1,534 25.30% 1,647 24.70%

100400 5,167 4,153 80.38% 1,098 21.25% 516 9.99% 1,064 18.90% 2,031 32.50%

Census Tracts 220,308 89,184 40.48% 45,708 20.75% 27,250 12.37% 39,818 18.99% 43,385 19.86%

Broward County 1,748,066 645,835 37.0% 438,247 25.1% 249,424 14.3% 253,209 15.1% 210,964 12.3%

State of Florida 18,801,310 4,692,148 25.0% 4,223,806 22.5% 3,259,602 17.3% 2,133,967 11.9% 2,502,365 13.8%

Source: 2010 US Census SF1, *ACS 2010 is 5-year estimate 2006-2010: DP02, S1702
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Table 3-3.28

Miami-Dade County Demographic Summary

Environmental Justice

Regulatory Setting

In February 1994, the President of the United States issued Executive Order 12898 (Environmental 

Justice) requiring federal agencies to analyze and address, as appropriate, disproportionately high 

adverse human health and environmental effects of federal actions on ethnic and cultural minority 

populations and low-income populations, when such analysis is required by NEPA. An adverse effect on 

minority and/or low-income populations occurs when:

TRACT

Total 

Population

Non-White 

Population

Percent 

Non-White

Hispanic 

Population

Percent 

Hispanic

Elderly 

Population

Percent 

Elderly

Population 

that Speaks 

English Less 

Than "Very 

Well" (LEP)*

Percent 

LEP*

Number 

Below 

Poverty in 

Past 12 

Months*

Percent 

Below 

Poverty in 

Past 12 

Months*

000109 4,086 1,752 42.88% 1,835 44.91% 290 7.10% 873 29.20% 576 19.50%

000113 6,913 737 10.66% 2,544 36.80% 1,430 20.69% 1,128 19.10% 724 11.60%

000120 4,289 578 13.48% 1,993 46.47% 609 14.20% 479 14.20% 237 6.60%

000124 3,206 1,666 51.97% 1,122 35.00% 341 10.64% 746 31.10% 48 2.40%

000128 2,664 420 15.77% 1,319 49.51% 363 13.63% 550 33.20% 163 9.70%

000131 2,378 331 13.92% 1,022 42.98% 221 9.29% 529 47.90% 22 2.00%

000132 5,622 744 13.23% 2,178 38.74% 2,026 36.04% 1,272 26.10% 869 17.60%

000134 2,806 385 13.72% 1,176 41.91% 704 25.09% 750 25.00% 666 21.60%

000206 5,349 4,294 80.28% 1,193 22.30% 581 10.86% 1,492 30.20% 1,335 24.60%

000209 6,695 5,401 80.67% 1,202 17.95% 510 7.62% 2,221 34.10% 1,708 24.70%

000211 3,149 1,203 38.20% 1,574 49.98% 361 11.46% 567 23.00% 337 13.10%

000212 4,616 3,085 66.83% 1,560 33.80% 312 6.76% 2,124 43.40% 720 14.70%

000214 5,941 2,496 42.01% 1,874 31.54% 827 13.92% 1,752 35.80% 1,258 23.80%

000219 4,643 3,222 69.39% 1,387 29.87% 488 10.51% 1,149 25.80% 1,426 29.60%

000220 4,713 3,493 74.11% 1,112 23.59% 380 8.06% 1,873 42.20% 954 19.80%

001104 4,508 1,491 33.07% 1,445 32.05% 509 11.29% 538 13.10% 452 10.10%

001203 7,515 4,825 64.20% 2,194 29.19% 618 8.22% 2,084 31.40% 1,303 18.10%

001205 2,996 561 18.73% 945 31.54% 395 13.18% 143 5.00% 154 5.10%

001206 4,574 862 18.85% 1,403 30.67% 932 20.38% 360 9.80% 431 10.80%

001301 4,545 2,341 51.51% 1,786 39.30% 510 11.22% 1,573 37.40% 896 19.60%

001302 5,527 2,201 39.82% 1,985 35.91% 543 9.82% 1,956 33.80% 1,647 26.80%

001402 4,853 4,271 88.01% 626 12.90% 508 10.47% 1,954 44.70% 2,993 64.30%

002001 3,781 3,452 91.30% 430 11.37% 545 14.41% 1,524 40.40% 1,531 37.00%

002004 2,909 2,279 78.34% 781 26.85% 339 11.65% 1,126 40.50% 1,093 37.80%

002100 2,453 644 26.25% 895 36.49% 315 12.84% 537 22.50% 485 19.10%

002201 3,573 1,659 46.43% 1,392 38.96% 716 20.04% 998 29.50% 816 25.00%

002600 5,647 1,989 35.22% 3,886 68.82% 453 8.02% 2,181 56.00% 1,673 39.10%

002702 2,553 764 29.93% 1,721 67.41% 173 6.78% 963 46.20% 276 12.50%

002705 2,642 593 22.45% 1,391 52.65% 234 8.86% 588 24.50% 137 5.60%

002706 3,442 960 27.89% 2,310 67.11% 175 5.08% 935 37.70% 653 23.00%

002800 1,630 1,090 66.87% 636 39.02% 99 6.07% 398 16.60% 1,401 58.40%

003100 4,416 3,939 89.20% 724 16.39% 379 8.58% 363 10.20% 1,517 41.80%

003400 2,320 2,151 92.72% 291 12.54% 193 8.32% 45 2.20% 1,108 45.70%

003601 3,027 1,492 49.29% 1,829 60.42% 630 20.81% 994 39.70% 1,389 51.70%

003702 4,655 1,338 28.74% 2,176 46.75% 162 3.48% 565 22.10% 480 17.30%

003704 1,178 260 22.07% 731 62.05% 78 6.62% 287 40.40% 147 19.60%

003705 1,069 175 16.37% 687 64.27% 14 1.31% 117 33.30% 35 10.00%

003706 1,622 649 40.01% 744 45.87% 26 1.60% 271 41.40% 0 0.00%

009703 3,608 404 11.20% 1,085 30.07% 388 10.75% 334 10.50% 198 5.80%

009704 5,656 813 14.37% 1,990 35.18% 801 14.16% 1,168 20.50% 441 7.10%

Census Tracts 157,769 71,010 45.01% 57,174 36.24% 19,178 12.16% 39,507 28.90% 32,299 22.36%

Miami-Dade 2,496,435 654,548 26.2% 1,623,859 65.0% 352013 14.1% 837,703 34.9% 410,093 17.2%

State of Florida 18,801,310 4,692,148 25.0% 4,223,806 22.5% 3,259,602 17.3% 2,133,967 11.9% 2,502,365 13.8%

Source: 2010 US Census SF1, *ACS 2010 is 5-year estimate 2006-2010: DP02, S1702
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1. The adverse effect occurs primarily to a minority and/or low-income population, or 

2. The adverse effect suffered by the minority and/or low-income population is more severe or 

greater in magnitude than the adverse effect suffered by the non-minority and/or non-lowincome populations.

In addition to compliance with Executive Order 12898, any proposed federal project must comply with 

the provisions of Title VI of the Civil Rights Act of 1964, as amended by Title VIII of the Civil Rights Act of 

1968. Title VI of the 1964 Civil Rights Act provides that no person will, on the grounds of race, color, 

religion, sex, national origin, marital status, disability, or family composition be excluded from 

participation in, be denied the benefits of, or be otherwise subject to discrimination under any program 

of the federal, state, or local government. Title VIII of the 1968 Civil Rights Act guarantees each person 

equal opportunity in housing.

Assessment of Population and Effect

Criteria outlined in, Environmental Justice, Guidance Under the National Environmental Policy Act, 

published by the Council on Environmental Quality (CEQ) in December 1997, guide the examination of 

potential environmental justice effects, and were applied to identify the areas containing minority and 

low-income populations The CEQ criteria are as follows: 

1. The minority or low-income population exceeds 50% in the impacted area.

2. The minority or low-income population percentage in the impacted area is “meaningfully 

greater” than the minority or low-income population in the general population or other 

appropriate geographic area.

3. There is more than one minority or low-income group present and the minority or low-income 

percentage, as calculated by summing all minority or low-income persons, meets one of the 

thresholds presented above.

In addition to the identification of the presence of minority and low-income populations, an assessment 

of impact related to the proposed federal action must occur. Final Guidance for Incorporating 

Environmental Justice Concerns in EPA’s NEPA Compliance Analysis, published by the Environmental 

Protection Agency (EPA) in April 1998, poses two questions to be answered in the assessment of project 

impact. 

1. Does the potentially affected community include minority and/or low-income populations?

2. Are the environmental impacts likely to fall disproportionately on minority and/or low-income 

members of the community and/or tribal resources?

The Project Area for the environmental justice analysis includes the 138 Census Tracts located within 

1000 feet of the FEC right-of-way line. The vast majority of negative effects associated with the 

introduction of additional rail traffic will occur within this area. The following sections assess the 

presence of minority and low-income populations within the Project Area and the location of identified 

impacts within areas containing these populations. 
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Race

Presence of the Population

The combined total minority (non-white) population of Broward, Miami, and Palm Beach counties is 

29.7% non-white. When similar demographic analysis is applied to the 138 census tracts making up the 

demographic study area, 39.7% of the population is found to be non-white. Of the census tracts within 

the Project Area, 50.7% of the tracts exceed the tri-county non-white population average.

When the CEQ guidelines outlined above are applied to the figures presented in Table 3-3.29, the 

following conclusions may be reached: 

Table 3-3.29

Percent Non-White

Statistical Area Non-White

State of Florida 25.0%

Tri-County Area 29.7%

Census Tract Study Area 39.7%

Source: 2010 US Census

1. Does the minority population exceed 50% in the impacted area?

o Overall the proposed Project Area does not meet this criterion for racial minority 

populations.

2. Is the minority population percentage in the impacted area “meaningfully greater” than the 

minority or low-income population in the general population or other appropriate geographic 

area?

o The percentage of minority residents within the Project Area exceeds the tri-county 

average by 10.0% representing a proportion within the Project Area that is deemed to 

be “meaningfully greater” when compared to the regional population. 

3. Is there more than one minority group present and does the minority percentage, as calculated 

by summing all minority persons, meet one of the thresholds presented above?

o The calculation used to assess the project impact on racial groups combines all nonwhite racial minorities into a single statistical grouping. The combined figure is used in 

all demographic analysis. 

Based on the result of the demographic assessment, minority populations subject to protection under 

Executive Order 12898 are present within the Project Area. 

Location of Impact

Having established the presence of a significant minority population within the Project Area, direction 

from the EPA’s NEPA Compliance guide may be applied to assess whether the environmental impacts 

are likely to fall disproportionately on minority members of the community. 

As identified in Section 3.1.7, severe noise impacts were identified at 5,934 sites within 102 census 

tracts. Of the 102 impacted tracts, 58 (56.9%) contain populations that exceed the tri-county non-white 
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187

population average. Additional analysis shows that those 58 affected census tracts contain 3,430 

(57.8%) of the severe noise impact locations. The table below summarizes percent minority and 

location of Impact. 

Table 3-3.30

Location of Impact

Location of Impacts Total

Number of Census Tracts With Non-White 

Population Greater than 29.7% (established TriCounty average) Containing Severe Impact Locations

58 (56.9% of 102 

tracts with severe 

impacts)

Total Number of Severe Impact Locations within the 

58 Affected High-Minority Tracts

3,430 (57.8% of 

total number of 

severe impacts)

 Source: 2012 Noise and Vibration Analysis, 2010 US Census

These figures confirm that when compared to the tri-county average, the impact to minority populations 

is high but not disproportionate. Figures 3-3.7 through 3-3.9 illustrate the relative uniform distribution 

of severe noise impact locations along the corridor showing that impacts fall generally equally between 

proximate census tracts in areas containing both high and low minority population percentages, see 

Table 3-3.30.

In consideration of the result of the impact assessment, minority populations present will be impacted 

by the proposed action, however, not in a manner disproportionate to the effect observed in the 

proximate census tracts overall.
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Figure 3-3.7 

Race, Ethnicity and Poverty Levels - Palm Beach County 

Noise Impacts 

Race by census tract in excess of three county 

average. 

Ethnicity by census tract in excess of three county 

average.
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Figure 3-3.8 

Race, Ethnicity and Poverty Levels - Broward County 

Noise Impacts 

Race by census tract in excess of three county 

average. 

Ethnicity by census tract in excess of three county 

average.
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Figure 3-3.9 

Race, Ethnicity and Poverty Levels – Miami-Dade County 

Noise Impacts 

Race by census tract in excess of three county 

average. 

Ethnicity by census tract in excess of three county 

average.
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Ethnicity 

Presence of the Population

The combined total Hispanic population within Broward, Miami, and Palm Beach counties is 41.6%. 

When similar demographic analysis is applied to the study area, 26.2% of the population is shown to be 

Hispanic. Of the 138 census tracts in the study area, 22 exceed the tri-county Hispanic population 

average.

When the CEQ guidelines outlined above are applied to the figures presented in Table 3-3.31, the 

following conclusions may be reached: 

Table 3-3.31

Percent Hispanic

Statistical Area Hispanic 

State of Florida 22.5%

Tri-County Area 41.6%

Census Tract Study Area 25.7%

Source: 2010 US Census

1. Does the ethnic minority exceed 50% in the impacted area?

o Overall the proposed Project Area does not meet this criterion for ethnic populations.

2. Is the ethnic minority population percentage in the impacted area is “meaningfully greater” than 

the minority or low-income population in the general population or other appropriate 

geographic area?

o The percentage of Hispanics represented within the 138 census tracts located along the 

project is 15.9% lower than the average population observed within the tri-county area. 

Indicating that the Hispanic Population is not “meaningfully greater”. 

3. Is there more than one ethnic minority group present and does the ethnic minority percentage, 

as calculated by summing all minority persons, meets one of the thresholds presented above?

o All Hispanic populations were grouped into a single statistical grouping. Based on 

analysis of the affected area, the combined Hispanic population represents 25.7% of the 

overall population which does not meet the standard identified in either criterion 1 or 2.

Based on the result of the demographic assessment and guidelines established in the CEQ guidelines, no 

Hispanic populations subject to protection under Executive Order 12898 are present within the Project 

Area. 

Location of Impact

Having established the absence of a significant ethnic minority population within the overall Project 

Area, further review is not necessary. 
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Low Income

Presence of the Population

The combined total low-income population of Broward, Miami, and Palm Beach counties shows that 

11.5% of the regional population has in the past 12 months has fallen below the poverty level. When 

similar demographic analysis is applied to the Census Tract Study Area, 20.4% of the population is shown 

to have in the past 12 months been in poverty. Within the Census Tract Study Area, 71% of the census 

tracts exceed the tri-county low-income population average. 

When the CEQ guidelines outlined above are applied to the figures presented in Table 3-3.32, the 

following conclusions may be reached: 

Table 3-3.32

Percent Low Income

Low-Income Below 

Poverty

State of Florida Average 13.3%

Tri-County Population Average 11.5%

Study Area Population Average 20.4%

 Source: 2006 – 2010 American Community Survey, 5 year Estimate

1. Does the low-income population exceeds 50% in the impacted area?

o As Shown in Table 3-3.32, the proposed Project Area does not meet this criterion for 

low-income populations.

2. Is the low-income population percentage in the impacted area “meaningfully greater” than the 

low-income population in the general population or other appropriate geographic area?

o The percentage of low-income residents within the Project Area exceeds the tri-county 

average by 8.9% representing a proportion within the study area that is deemed to be 

“meaningfully greater” when compared to the regional population. 

3. Is there is more than one low-income group present and does the low-income percentage, as 

calculated by summing all minority persons, meets one of the thresholds presented above?

o The calculation used to assess the project impact on low-income groups combines all 

residents who in the past 12 months fell below the poverty level into a single statistical 

grouping. The combined figure is used in all demographic analysis. 

Based on the result of the demographic assessment, low-income populations subject to protection 

under Executive Order 12898 are present within the Project Area. 
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Location of Impact

Having established the presence of a significant low-income population within the Project Area, 

direction from the EPA’s NEPA Compliance guide was applied to assess whether the environmental 

impacts are likely to fall disproportionately on low-income members of the community. 

Within the Project Area of 138 census tracts, 102 census tracts experience severe noise impacts. Of 

these 102, 80 (78.4%) exceed the tri-county low-income population average. Overall, 4,637 (78.1%) of 

the project’s 5,934 severe impact sites occur within census tracts that exceed the tri-county low-income 

average. Table 3-3.33 summarizes this data below.

Table 3-3.33

Location of Impact

Location of Impacts Total

Number of Census Tracts with Low-Income Population 

Greater than 11.5% Containing Sever Impact Locations

80 (78.4%)

Total Number of Severe Impact Locations within the 80 

Affected High-Hispanic Tracts

4,637 (78.1%)

Source: 2006 – 2010 American Community Survey, 5 year Estimate, 2012 Noise and Vibration Analysis

Further evaluation shows that approximately 78.4% of the census tracts (80 of 102 tracts) adversely 

affected by the proposed action’s severe noise impacts contain a minority population greater than the 

regional average. Additionally, approximately 78.1% of the project’s severe impacts (4,637 of 5,934

instances) fall within these 80 tracts. Figures 3-3.4 through 3-3.6 illustrate the relative uniform 

distribution of severe noise impact locations along the corridor showing that impacts within the Project 

Area have not been directed in a disproportionate manner toward low-income populations. 

In consideration of the mitigation measures set forth below and the result of the impact assessment, 

low-income populations present will be impacted by the proposed action, however, not in a manner 

disproportionate to the effect observed in the proximate census tracts overall. 

Mitigation

Low-income populations present will be impacted by the proposed action, however, not in a manner 

disproportionate to the effect observed in the proximate census tracts overall. AAF has committed to 

the following mitigation measures to reduce or eliminate the overall negative effect of the Project on 

proximate high-minority / low-income areas:
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 Warning horns on the trains have been calculated to generate impacts resulting from the 

Preferred Build Project Alternative, as summarized in Table 3-1.18. If these impacts are not 

mitigated by separate action (such as efforts that may be undertaken independently by 

others), AAF is committed to mitigating these impacts with the installation of stationary 

wayside horns at the required grade crossings where severe, unmitigated impacts exist.

Table 3-1.21 shows the significant mitigating effect of these measures in eliminating impacts 

from the Preferred Build Project Alternative in that all severe impacts in Broward County 

and Miami-Dade County would be eliminated by this measure and more than 99% of all 

severe impacts in Palm Beach County would be eliminated. 

Summary of Impact

In consideration of the Project’s overall potential noise impacts, and though the minority and lowincome populations present along the corridor would receive a high share of the severe noise impacts

without mitigation, the mitigation measures proposed will, as detailed in Section 3.1.7, Noise and 

Vibration (Tables 3-1.20, 3-1.21), offset all severe impacts in Broward County and Miami-Dade County 

and more than 99% of all severe impacts in Palm Beach County. 

Based on this analysis, the Preferred Build Project Alternative will not have a disproportionately high 

adverse impact on the low-income or minority populations present in the surrounding communities and 

therefore will not result in significant impacts. . 

Likewise, the No-Build Alternative would not have disproportionate adverse impacts on minority or low

impact populations. However, the No-Build Alternative would not encourage or provide increased 

public transportation improvements that may be of value to low-income residents who may not be able 

to afford reliable personal transportation to travel to employment opportunities. By contrast, the 

Preferred Build Project Alternative would benefit residents by providing additional public transportation 

services between communities, employment and shopping centers, and recreational amenities within 

the region.

3.3.4 Barriers to the Elderly and Handicapped

The Americans with Disabilities Act (ADA) of 1990 (PL 110-325) provides for equal opportunity for 

individuals with disabilities to access public and private facilities. The proposed Project has been 

developed to provide expanded mobility opportunities for those with disabilities and during the design 

phase federal, state and local provisions related to ADA compliance will be followed. 

Designated ADA compliant parking spaces would be provided to assure the availability of parking and 

decrease the distance for elderly and disabled passengers to travel to the train platform. Access to 

platforms would be provided by both barrier-free ramps and stairs. Platforms will be designed for level 

boarding. Additional design elements of the proposed Project intended to improve safety and 

accessibility to all users, especially the elderly and handicapped, would include pedestrian scale lighting, 

hand rails, horizontal landing areas for rest along barrier-free ramps, and benches. 
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Further, AAF trains will be single level, fully accessible coaches, with level floor boarding from platforms. 

All station facilities and platforms will have elevator access, and there will be no stairs to encounter in 

boarding or departing from trains. Also, there will be no stairs or other obstacles to impede movement 

on board trains, and every coach car will have accessible restrooms

In light of the foregoing, while negative impacts to elderly or handicapped populations or groups are 

avoided with both the No-Build Alternative and the Preferred Build Project Alternative, it is expected 

that the Preferred Build Project Alternative will also benefit the elderly and handicapped community by 

providing a transportation option that will enhance mobility and livability in their communities.

3.3.5 Public Health and Safety 

As described in more detail above, the Project Area is approximately 70 miles in length from West Palm 

Beach to Miami and crosses numerous roadways with various forms of at-grade crossing control from 

actively protected grade crossing predictor technology with gates and flashing light signals. Associated 

with these crossings are issues of noise from train horns, safety, and roadway closings. The operating 

speed between West Palm Beach and Miami will remain the same, with Class IV maintained track safety 

standards. Class IV Track permits 60 MPH Freight and 79 MPH Passenger operations. The existing FEC 

corridor currently does not have passenger service or stations. This Project would reinstall double 

tracking along the FEC corridor from West Palm Beach to Miami as necessary to allow for the 

reintroduction of passenger rail along the corridor within the existing right-of-way. Passenger stations 

are proposed in West Palm Beach, Fort Lauderdale and Miami.

The Preferred Build Project Alternative to an existing, active commercial freight rail line would not have 

a negative impact on public health and safety. The Preferred Build Project Alternative would result in 

an enhancement to public safety with improvements to existing grade-crossing signal equipment for 

vehicular and pedestrian traffic by upgrading current crossing equipment with signals interconnected 

with highway traffic signals, constant warning time activation through the railroad signal system, 

reballasting of track at the crossings to improve drainage and other devices and measures as required. 

Additionally, the Preferred Build System Alternative is expected to provide an alternative mode of travel 

for long-distance travel through Florida and is expected to result in decreased congestion and potential 

safety benefits from reduced crashes on existing parallel roadways such as US 1 and I-95. Impacts to 

public safety for residential and recreational land uses adjacent to the proposed improvements are also 

not anticipated for the Project. The Project would involve the addition of a parallel track and minimal 

track realignments within the current right of way. The existing grade crossings and crossing warning 

system would be upgraded, all of which would benefit the region.

By contrast, the No-Build Alternative would have no impact on public health and safety because 

vehicular, bicycle and pedestrian traffic safety would not be enhanced since the grade-crossing signals 

would not be upgraded.
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Further, with regard to the Preferred Build Station Alternatives, the Project has been designed with 

stops in the central business districts of West Palm Beach, Fort Lauderdale and Miami to meet the 

demands determined by the investment-grade ridership study commissioned by AAF. As further 

described in Section 2, the AAF team evaluated different locations at each of these cities, while taking 

into account the needs for the station location. Below is description of each station.

West Palm Beach Station

The Preferred Build Station Alternative in West Palm Beach will be ADA complaint and include safety 

features such as cameras in stations and parking lots, and regular police patrols. This station location will 

accommodate a single, center island (double sided) high-level platform that is 800 feet long and 35 feet 

wide. At this West Palm Beach station, on-site customer facilities will be located immediately adjacent 

to the platform, beyond the boundaries of the railroad ROW. Customer services will include ticketing, a 

secure waiting area for ticketed passengers located in space above the platform, and retail. The public 

space surrounding the station building will be organized to allow for efficient and safe pedestrian 

circulation and wayfinding, curbside drop-off by private auto, taxi, connecting bus and van service, local 

transit and bicycle parking. Parking to support the retail will be provided on site, but no dedicated 

passenger parking will be provided on site since existing parking capacity is available within a close 

radius. This station building’s public spaces will be organized around a great hall. The primary public 

areas on the ground floor will consist of ticket sales windows, self-service ticketing kiosks, concierge and 

information desk, train departure and arrival information, concessions, restrooms and circulation areas. 

Retail space will be accessible on the ground floor from the great hall.

Because the AAF service will be an ‘all reserved service,’ ticketed customers will pass through a control 

gate to gain access to the vertical circulation leading to the secure ‘Ticketed Passengers Only’ spaces. In 

addition to fully climate controlled, comfortable seating areas, AAF will provide concessions, restrooms, 

and a dedicated lounge for Business Class (First Class) passengers, including WiFi internet service, 

complimentary light snacks and beverages. 

In West Palm Beach, the ticketed customer amenities will be located above the tracks and platform; 

passengers will not be allowed access to the station platforms until approximately 4 to 5 minutes before 

departure of an arriving train. Train departure and arrival information will be electronically updated 

both in the public ticketing/information area, as well as in the secure waiting room and Business Class 

lounge. Access to the platform will be provided by means of two escalator/stair pairs and ADA 

compliant elevators, controlled by the AAF Usher in the secure waiting room.

As the floor height of the train cars will be the same height as the platform, the entire train will have 

‘level boarding’, with no steps required. The entire train will conform to full ADA access compliance.

To provide easy and safe train boardings and deboardings – and to minimize the dwell time at stations –

passengers will be distributed evenly along the platform. When AAF passengers purchase their tickets, 

they will select their seat, similar to what airline passengers do today. Along with each seat assignment, 

the tickets will indicate a number indicating the coach door location along the platform where the 
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customer should wait to enter the train. These large numbers will be also affixed along the platform 

edge to assist with wayfinding. Uniform consistency of the AAF train sets will simplify this procedure, 

and give comfort to passengers that they will know they will have a seat, and exactly where it will be.

Conceptual plans for the stations are provided in Appendix B. As those plans describe, certain at-grade 

crossing closures will be required at existing grade crossings to accommodate proposed platforms. At 

each such location, the crossing to be closed affects a local street rather than a major state or federal 

thoroughfare. Further, at each such location, the crossing closure is not anticipated to impact local 

circulation. In the existing condition, the availability of alternative routes in close proximity to the 

proposed crossing closures will result in minimal changes to the existing traffic patterns. Further, access 

to existing properties will not be affected by the proposed crossing closures.

Fort Lauderdale Station

The Preferred Build Station Alternative in Fort Lauderdale will be ADA complaint and include safety 

features such as cameras in stations and parking lots, and regular police patrols. This station location will 

accommodate a single, center island (double sided) high-level platform that is 800 feet long and 35 feet 

wide. At this Fort Lauderdale station, on-site customer facilities will be located immediately adjacent to 

the platform, beyond the boundaries of the railroad ROW. Customer services will include ticketing, a 

secure waiting area for ticketed passengers located in space above the platform, and retail. The public 

space surrounding the station building will be organized to allow for efficient and safe pedestrian 

circulation and wayfinding, curbside drop-off by private auto, taxi, connecting bus and van service, local 

transit and bicycle parking. Parking to support the retail will be provided on site, but no dedicated 

passenger parking will be provided on site since existing parking capacity is available within a close 

radius. This Fort Lauderdale station building’s public spaces will be organized around a great hall. The 

primary public areas on the ground floor will consist of ticket sales windows, self-service ticketing kiosks, 

concierge and information desk, train departure and arrival information, concessions, restrooms and 

circulation areas. Retail space will be accessible on the ground floor from the great hall.

Because the AAF service will be an ‘all reserved service,’ ticketed customers will pass through a control 

gate to gain access to the vertical circulation leading to the secure ‘Ticketed Passengers Only’ spaces. In 

addition to fully climate controlled, comfortable seating areas, AAF will provide concessions, restrooms, 

and a dedicated lounge for Business Class (First Class) passengers, including WiFi internet service, 

complimentary light snacks and beverages. 

In Fort Lauderdale, the ticketed customer amenities will be located above the tracks and platform, 

passengers will not be allowed access to the station platforms until approximately 4 to 5 minutes before 

departure of an arriving train. Train departure and arrival information will be electronically updated 

both in the public ticketing/information area, as well as in the secure waiting room and Business Class 

lounge. Access to the platform will be provided by means of two escalator/stair pairs and ADA 

compliant elevators, controlled by the AAF Usher in the secure waiting room.
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As the floor height of the train cars will be the same height as the platform, the entire train will have 

‘level boarding’, with no steps required. The entire train will conform to full ADA access compliance.

To provide easy and safe train boardings and deboardings – and to minimize the dwell time at stations –

passengers will be distributed evenly along the platform. When AAF passengers purchase their tickets, 

they will select their seat, similar to what airline passengers do today. Along with each seat assignment, 

the tickets will indicate a number indicating the coach door location along the platform where the 

customer should wait to enter the train. These large numbers will be also affixed along the platform 

edge to assist with wayfinding. Uniform consistency of the AAF train sets will simplify this procedure, 

and give comfort to passengers that they will know they will have a seat, and exactly where it will be.

Conceptual plans for this station are provided in Appendix B. As those plans describe, certain at-grade 

crossing closures will be required at existing grade crossings to accommodate proposed platforms. At 

each such location, the street affected is a local street rather than a major state or federal thoroughfare. 

Further, at each such location, the crossing closure is not anticipated to impact local circulation. In the 

existing condition, the availability of alternative routes in close proximity to the proposed closures will

result in minimal changes to the existing traffic patterns. Further, access to existing properties will not

be affected by the proposed crossing closures.

Miami Station

The Preferred Build Station Alternative in Miami will be ADA complaint and include safety features such 

as cameras in stations and parking lots, and regular police patrols. At this location in Miami, the terminal 

configuration will consist of four 1,000-foot-long high-level revenue platforms plus low-level service 

platforms. All platforms will be located within the FEC ROW. This Miami station architecture will be 

integrated with the structure of an elevated railroad viaduct passing over city streets approximately 45 

feet above grade. The viaduct will parallel the existing elevated Metrorail infrastructure and span above 

the MetroMover alignment crossing the site at NE 5th Street. Convenient multi-modal connectivity 

between AAF, Metrorail and Metromover will be available, in addition to ample curbside drop-off, taxi 

queue, connecting bus and van service, local and regional bus transit, bicycle parking, and significant 

pedestrian connectivity to the terminal facility. Below the AAF viaduct, a double-height, light-filled 

central hall will accommodate AAF customer services and provide vertical access upstairs to the waiting 

rooms and platforms for ticketed passengers. This station building’s public spaces will be organized 

around a great hall. The primary public areas on the ground floor will consist of ticket sales windows, 

self-service ticketing kiosks, concierge and information desk, train departure and arrival information, 

concessions, restrooms and circulation areas. Retail space will be accessible on the ground floor from 

the great hall and on a mezzanine floor below the elevated railroad tracks and platforms. 

Because the AAF service will be an ‘all reserved service,’ ticketed customers will pass through a control 

gate to gain access to the vertical circulation leading to the secure ‘Ticketed Passengers Only’ spaces. In 

addition to fully climate controlled, comfortable seating areas, AAF will provide concessions, restrooms, 

and a dedicated lounge for Business Class (First Class) passengers, including WiFi internet service, 

complimentary light snacks and beverages. 
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Further, at this location In Miami, the ticketed customer amenities will be located above the tracks and

platform and passengers will not be allowed access to the station platforms until approximately 4 to 5 

minutes before departure of an arriving train. Train departure and arrival information will be 

electronically updated both in the public ticketing/information area, as well as in the secure waiting 

room and Business Class lounge. Access to the platform will be provided by means of two 

escalator/stair pairs and ADA compliant elevators, controlled by the AAF Usher in the secure waiting 

room.

As the floor height of the train cars will be the same height as the platform, the entire train will have 

‘level boarding’, with no steps required. The entire train will conform to full ADA access compliance.

To provide easy and safe train boardings and deboardings – and to minimize the dwell time at stations –

passengers will be distributed evenly along the platform. When AAF passengers purchase their tickets, 

they will select their seat, similar to what airline passengers do today. Along with each seat assignment,

the tickets will indicate a number indicating the coach door location along the platform where the 

customer should wait to enter the train. These large numbers will be also affixed along the platform 

edge to assist with wayfinding. Uniform consistency of the AAF train sets will simplify this procedure, 

and give comfort to passengers that they will know they will have a seat, and exactly where it will be.

Conceptual plans for this station are provided in Appendix B. As those plans describe, certain at-grade 

crossing closures will be required at existing grade crossings to accommodate proposed platforms. At 

each such location, the street affected is a local street rather than a major state or federal thoroughfare. 

Further, at each such location, the crossing closure is not anticipated to impact local circulation. In the 

existing condition, the availability of alternative routes in close proximity to the proposed closures will

result in minimal changes to the existing traffic patterns. Further, access to existing properties will not

be affected by the proposed crossing closures.

In light of the foregoing analysis, Public Health and Safety will not be negatively impacted by 

construction of the Preferred Build Project Alternative.

3.3.6 Contaminated Sites and Hazardous Materials 

A preliminary evaluation of the FEC corridor for the development of passenger rail service from 

downtown West Palm Beach to downtown Miami was conducted to determine potential contamination 

concerns along the Project Area for the proposed construction improvements as described in Section 2. 

The purpose of the contamination screening was to identify potential contamination threats and to 

present the findings of a contamination screening evaluation for the proposed alternatives. Additional 

details regarding contamination impacts are included in the Contamination Screening Evaluation 

Technical memorandum prepared for this Project and included in Appendix K.

In order to perform the contamination screening for the Project, a buffer width of 150 feet from the 

centerline of the rail corridor and proposed station alternatives was established. This evaluation was 
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based on visual reconnaissance of the Project Area, available Geographic Information Systems (GIS) 

databases, and review of on-line regulatory databases.

The Project Area traverses established and heavily developed areas of Palm Beach, Broward and MiamiDade Counties. Land uses transition from central business district urban, to medium density residential, 

to industrial and commercial uses. Little vacant and/or undeveloped land exists along the corridor. Due 

to the age of the existing corridor, established neighborhoods and communities have evolved in 

conjunction with the corridor.

Methodology

The environmental screening of potential contamination sites within the Project Area was performed using 

GIS data from the Florida Geographic Data Library (FGDL), the Florida Department of Environmental 

Protection (FDEP) GIS website and the South Florida Water Management District (SFWMD) GIS website. 

The following GIS datasets were searched for potential contaminated sites: Brownfield Areas, Gasoline 

Service Stations, Hazardous Material Sites, Solid Waste Facilities, and Petroleum Tanks. 

A total of two hundred twenty-six (226) potentially contaminated sites were identified within the 150 foot 

buffer along the FEC ROW and within the vicinity of the proposed station alternatives.

Regulatory Records Review

As a part of the screening process, an online search of state and county environmental databases for the 

potential contamination sites identified by the GIS Screening was performed for the study corridor. The 

databases used were the following:

 Palm Beach County Environmental Resources Management (ERM) Countywide Information 

Network for Electronic Media (CINEMA) website, 

 Broward County Environmental Inquiry and Resources System (ENVIROS) Website, 

 Miami-Dade Department of Regulatory and Economic Resources (RER) emPOWER Library, 

 FDEP Department of Waste Management OCULUS website. 

Field Review

Windshield surveys were conducted to verify the location and status of the potential contamination sites 

within 150 feet of the FEC ROW, at the proposed station alternatives, and within the Project general 

vicinity.

Once the field review and regulatory file research was conducted, each potential site was assigned a “Risk” 

rating that expresses the degree for potential contamination concerns. The contamination rating system is 

divided into degrees of risk: "Low", "Medium", and "High". This system expresses the degree of concern 

for potential contamination problems. Risk ratings were assigned following the guidelines and definitions 

in Part 2, Chapter 22 (1-17-08 revision) of the FDOT Project Development & Environment (PD&E) Study 

Manual as follows:
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Low Former or current operation has hazardous waste generator identification number, or 

deals with hazardous materials; however, based on all available information there is no 

expectation that there would be any expectation of contamination. There are no activities 

associated with the referenced site/sites that would generate contamination. 

Medium Indications are found (reports, Notice of Violations, consent orders, etc.) that identify 

known soil and/or water contamination and that the problem does not need remediation, 

is being remediated (i.e., air stripping of the ground water, etc.), or that continued 

monitoring is required.

High Potential for contamination concerns. Further Assessment will be required to determine 

the actual presence and/or levels of contamination and the need for remedial action.

Potential Contamination Impacts 

Along the Project Area there are one hundred ninety-nine (199) Low Risk sites; thirteen (13) Medium Risk 

sites; and fourteen (14) High Risk sites. Medium to High Risk Sites within the vicinity of the Project Area 

are presented in Table 3-3.34. For these sites receiving a High or Medium risk ranking that may be 

impacted by acquisition, drainage features, underground utilities, or dewatering activities, preliminary 

subsurface investigations to establish the presence of soil or groundwater contamination will be 

conducted prior to construction activities when warranted.

Construction requirements and methodology for the proposed system upgrades with the FEC ROW will 

result in minimal subsurface disturbance and impacts to existing contaminated areas are not anticipated, 

due to the nature of the construction activities needed to support reintroduction of passenger service. 

At the Preferred Build Station Alternatives, construction impacts will be minimized through the 

avoidance of areas of known and/or suspected contamination during the design of the drainage, lighting 

and foundations. A comprehensive review of the design for the station alternatives will be completed 

in order to avoid areas of potential contamination impacts to the maximum extent practical. This will 

also allow for the identification of areas where soil excavation and dewatering will occur for the 

installation of drainage structures and utilities. 

A Low Risk site is located within the footprint at the Preferred Build Station Alternatives in West Palm 

Beach and Fort Lauderdale. Although there is no documentation within the database concerning 

contamination at either of the sites, both have registered 500 gallon aboveground storage tanks (ASTs) 

associated with emergency generators. Prior to construction activities in these areas, the ASTs will be 

properly closed in accordance to Chapter 62-762, Florida Administrative Code.

In the event that it is necessary for construction activities to occur in potentially contaminated areas, a 

Phase II investigation will be conducted. Where drainage, lighting and foundation improvements will 

unavoidably impact contaminated properties, technical special provisions such as Remedial Action Plans 

will be developed as part of the Phase II investigations. By verifying contamination areas prior to 

construction, remedial actions will be developed and implemented to further minimize impacts. Any 

contaminated or hazardous wastes encountered through ground-disturbing activities during 
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Table 3-3.34

High and Medium Risk Contamination and Hazardous Waste Sites

FDEP 

Facility ID

Mainline 

Impact

Station

Impact

Facility Name Address Regulatory Status Distance (ft) Risk

8514561 Yes Yes

WPB- North

Cemex Construction 501 7th St.

West Palm Beach

PARM approved August 

2007.

Adjacent High

8630703 Yes No Palm Beach County 

Judicial Center

414 N Dixie Hwy,

West Palm Beach

CAR submitted April 4, 

1994.

Adjacent High

8944518 No Yes

WPB - South

City of West Palm 

Beach El Campeon 

Acquisition

440 Evernia Street,

West Palm Beach

RAP addendum 

approved April 1, 1994. 

Adjacent High

8842045 Yes No Avis Rent a Car 

Systems

1 NW Yamato Road,

Boca Raton

SAR disapproved 

5/2012. 

50 High

9811743 Yes No Petroliance, LLC 2541 NE 4th Ave, Pompano 

Beach

RAP approved. Adjacent High

55245 Yes No Tire Recycling 

Systems

616 NW 2nd Ave,

Fort Lauderdale

Active solid waste site Adjacent High

8737224 Yes No J&L Feed & Supply 133 SW 3rd Ave,

Dania

NAMP suspended in 

2008.

Adjacent High

9806980 Yes No Master Craft 

Automotive

800 N Dixie Hwy,

Hollywood

RAP submitted 

2/20/2012.

50 High

9101384 Yes No Trout Used Cars 18315 W Dixie Hwy, Miami MOP approved in 1994. Adjacent High

8505326 Yes No AMOCO #4357-

Maule Lake

18100 Biscayne Blvd. 

North Miami Beach

Documented 

contamination 

Adjacent High

8503539 Yes No 181st St. Unlimited 

Car Washing

18100 Biscayne Blvd, 

North Miami Beach

RAP implemented In 

1995

Adjacent High

60083 Yes No Pace Dump Biscayne Blvd@ 147th St, 

North Miami Beach

Solid waste site. Adjacent High

99220 Yes No Presslers NE 146th Street @ Biscayne 

Blvd, Miami

Solid waste site. Adjacent High

57135 Yes No Munisport Landfill 14301 Biscayne Blvd, 

North Miami

Former NPL Site. 

Assessment ongoing

Adjacent High

8514160 Yes No Triple M Petroleum 6710 Georgia Avenue,

West Palm Beach

Limited Closure Report -

contamination remains 

onsite.

Adjacent Medium

9809962 Yes No Lake Worth 

Recreation Center

1121 Lucerne Ave,

Lake Worth

NAMP ongoing. Adjacent Medium

8514475 Yes No US Food Mart 874 N Dixie Hwy,

Lantana

Groundwater 

monitoring (2004-2005)

60 Medium

8942634 Yes No Chevron-Flamingo 301 E Atlantic Avenue, 

Delray

PARM ongoing. 25 Medium

94293 Yes No Boca Raton Army 

Airfield Dump 

2500 NW 1st Ave,

Boca Raton

Inactive solid waste site. Adjacent Medium

9201874 Yes No Titan Maritime

Industries

410 SW 4th Terrace,

Dania

Assessment required 

for petroleum 

discharge.

Adjacent Medium

99394 Yes No NE Community 

Center Dump

Charleston @ 24th ST. No Regulatory 

Information Available

1500 Medium

8504026 Yes No Shell Station 18560 Biscayne Blvd.,

Miami

NAMP approved 1/2011 Adjacent Medium
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8522037 Yes No Crystal Springs 

Water Co.

7580 NE 4th CT,

Miami

MOP Last quarterly 

report dated 10/00.

Adjacent Medium

9803397 Yes No Miami City R/W 

Former Dixie 

Transport

5520 NE 4th Ave.,

Miami

Additional assessment 

4/2012.

20 Medium

9804881 Yes No A&B Container 1551 NW 1st Ave,

Miami

SAR submitted in 5/10. Adjacent Medium

9047223 Yes Yes

Miami

Arena Ventures 701 Arena Blvd. ,

Miami

PARM approved 

7/2004. TCAR 

disapproved 11/2011

Adjacent Medium

9502539/

8841986

Yes Yes

Miami

City of Miami 

Chilled Water Line

112 NW 3rd St.,

Miami

Source removal 

11/2009 and 9/2011. 

No closure.

Adjacent Medium

Legend: SAR – Site Assessment Report ;PARM – Post Active Remediation Monitoring; NAMP – Natural Attenuation Monitoring; LCARA – Limited 

contamination Assessment Report Addendum; RAP - Remedial Action Plan; CAR – Contamination Assessment Report; MOP – Monitoring only Plan; 

AS/SVE – Air Sparge/Soil vapor Extraction; O&M – Operation & Maintenance; SARA – Site Assessment Report Addendum

construction for any of the Preferred Build Station Alternatives will be handled and disposed of in 

accordance with applicable regulatory requirements.

For dewatering activities, potentially contaminated sites located within a 500-ft radius of the Project Area

will be properly assessed and addressed before applying for a dewatering permit from any environmental 

regulatory agency to avoid potential contamination plume exacerbation and to establish proper 

groundwater management techniques.

Although contaminated sites have been identified within 150 feet of the FEC ROW and in the vicinity of the 

proposed Preferred Build Station Alternatives, by maximizing avoidance techniques during the design 

phase, neither the No-Build nor Preferred Build Project Alternative is anticipated to impact known 

contaminated or hazardous waste sites within the Project Area. If potentially contaminated sites cannot 

be avoided through project engineering, all applicable state and federal laws will be followed to 

minimize impacts.

3.3.6.1 Hazardous Materials Use, Storage and Transportation

Freight trains traveling along the FEC corridor are currently equipped to haul hazardous materials. 

Although there is no set schedule, hazardous materials are hauled on an average of once/week. There is 

no expected change in the frequency or quantity of hazardous materials hauled along the mainline 

system associated with this Project. Following is a list of hazardous materials historically hauled by 

FECR freight trains: 
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 LPG – Liquid Propane Gas

 Ethanol

 Ammonium Polyphosphate

 Pesticide/Chem NEC

 Sodium hydroxide/Caustic Soda  Fuel Oil

 CO2 – Carbon Dioxide  Sulfur Dioxide

 Alcohol in Bond  Chem NEC

 HCL – Hydrogen Chloride  Phosphoric Acid

 Bleach – Sodium Hypochlorite  Explosives

 Ammonium Nitrate  Methanol

 Rocket Motors  Tail Oil Pitch

 Potassium Chloride

AAF does not plan to use or store hazardous materials at any of the proposed station alternatives. All 

station alternatives will only be utilized for passenger movement and services. 

The current FECR freight VMF in Fort Lauderdale is proposed to be converted to the passenger rail 

VMF. Materials currently stored at this location are lubricants and petroleum products utilized for yard 

tractors and gantry cranes. These materials are stored in aboveground storage tanks (ASTs). There are 

no underground storage tanks (USTs) located on the property. Table 3-3.35 provides an inventory of 

the ASTs and the contents currently maintained by FECR at the existing VMF location. 

Table 3-3.35

Aboveground Storage Tank Inventory

Number of 

ASTs

Capacity Contents

2 500 gallons Diesel

1 500 gallons Gasoline

2 240 gallons Waste Oil

1 240 gallons Conventional Oil

1 240 gallons Hydraulic Oil

The typical materials that will be stored and used at the VMF made a part of the Preferred Build Station 

Alternative include motor oils, lubricants, and washing detergents. All hazardous products will be 

stored in double walled storage containers or double walled ASTs. Therefore, the change in utilization 

at the Ft. Lauderdale VMF location will be insignificant in the overall operation of the maintenance yard 

in respect to the usage and storage of hazardous materials which will be handled according to accepted 

industry Best Management Practices. 
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None of the proposed passenger rail improvements would directly or indirectly generate additional 

hazardous materials or wastes. Therefore, neither the No-Build nor Preferred Build Project Alternative is 

anticipated to impact hazardous material storage, use or transport.

3.3.7 Cultural Resources 

Background and Consultation

In accordance with procedures contained in Chapter 36 Code of Federal Regulations (CFR) Part 800 

(revised May 1999), a Cultural Resource Assessment (CRA) including literature review and field survey, 

was conducted for the proposed project. This survey was completed in compliance with Section 106 of 

the National Historic Preservation Act of 1966, as amended (Public Law 89-655), as implemented by 36 

CFR 800 (Protection of Historic Properties, effective January 2001); and Chapter 267, Florida Statutes 

(F.S.). It also complied with the minimum field methods, data analysis, and reporting standards 

embodied in the Florida Division of Historical Resources’ (FDHR), Cultural Resource Management 

Standards and Operational Manual (February 2003), and Chapter 1A-46 (Archaeological and Historical 

Report Standards and Guidelines), Florida Administrative Code. All work conformed to professional 

guidelines set forth in the Secretary of Interior’s Standards and Guidelines for Archaeology and Historic 

Preservation (48 FR 44716), as amended and annotated). The purpose of this CRA was to locate and 

evaluate archaeological and historic resources within the area of potential effect (APE) and to assess 

eligibility for inclusion in the National Register of Historic Places (National Register) according to the 

criteria set forth in 36 CFR Section 60.4. 

The identification and evaluation of cultural resources was based on Florida Master Site File (FMSF) data

and the fieldwork conducted during the 2012 CRA. The FMSF is the statewide inventory of previously 

recorded resources and includes the official SHPO evaluations of the National Register eligibility for 

these resources.

Consultation with the Florida State Historic Preservation Office (SHPO) was conducted prior to the 

initiation of the cultural resources survey to establish a methodology and Area of Potential Effect (APE). 

Coordination with the Palm Beach, Broward, and Miami-Dade County archaeologists and historic 

preservation planners was also conducted to identify any locally listed sites or concerns. The minutes 

associated with the consultations are included in Appendix L.

Area of Potential Effect

Based on coordination with SHPO, an appropriate APE was established, which considered the 

improvements and activities that would be taking place on the FEC corridor and at the proposed station 

locations and the potential effects that may result from the improvements. The APE for this project 

acknowledged the approved APE for the 2010 FEC Amtrak Passenger Rail project, and the previous APE 

provided a basis for the development of the current APE.
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As the survey for archaeological sites focuses upon identifying and evaluating resources within the 

geographic limits of the proposed action and its associated ground disturbing activities, the APE for 

archaeological resources is typically confined to those areas where subsurface construction activity will 

take place. For the station locations, the archaeological APE was limited to the footprint of subsurface 

activities within the parcel(s) containing the proposed station footprint. For the FEC corridor, the 

archaeological APE was limited to the footprint of subsurface activities within the existing FEC ROW.

The APE for historic resources typically includes the area of the proposed improvements as well as the 

area within which potential visual effects for the improvements could be observed. Also considered are 

noise, traffic, light, and vibration. Because of the potential for visual and other impacts, the historic 

resources APE varied depending on the proposed improvements. The concepts for the proposed 

stations include multistoried platform stations in the center of the tracks in West Palm Beach and Fort 

Lauderdale. In Miami, it is proposed to utilize a larger area of existing vacant land or service yards. The 

APE for evaluating the station locations was intended to be broad to allow for flexibility in the final 

placement of the stations. The historic resources APE consisted of the parcel(s) containing the station 

platform footprint, as well as the parcels within two blocks to the north and south and one block to the 

east and west of the proposed station platform footprint. Historic resources located in this defined APE 

were recorded with FMSF forms. As the railway tracks will be elevated at the approach to the Miami -

Central Elevated Site, an additional reconnaissance survey was conducted. The APE for the 

reconnaissance survey included one block east and west of the portion of the proposed elevated railway 

located outside of the APE for the Miami - Central Elevated Site.

Coordination with the SHPO and Section 106 affected parties will continue throughout this project. For 

the purposes of this study, significant resources were identified within the APE established for the 

existing FEC ROW and for both the preferred and the alternative station sites. 

3.3.7.1 Existing FEC Main Line Corridor and ROW

During previous cultural resources assessment projects that have involved the FEC corridor, the SHPO 

determined that the FEC corridor itself is considered eligible for inclusion in the National Register.

The following subsections discuss the additional resources located directly within the FEC corridor APE. 

Palm Beach County

The FMSF identified no previously recorded archeological sites within the Palm Beach County segment 

of the FEC Main Line Corridor Archaeological APE. Based on this finding, no adverse effects or impacts 

to archaeological sites are anticipated and no further work is recommended. 

In addition to the FEC corridor, one historic railway bridge was identified within the Palm Beach County 

segment of the FEC Corridor Main Line APE for Historic Resources, as shown in Table 3-3.36. This bridge 

was identified during the 2012 CRA. The identified bridge is considered a contributing resource within a 

potential FEC Railway Linear Historic District. Potential National Register eligibility on an individual basis 
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207

was not determined, consistent with the evaluation methods developed with the SHPO/FDHR for the 

2010 FEC Amtrak Passenger Rail Project and the SHPO/FDHR methods established for this project 

(Appendix L).

Table 3-3.36

Railway Bridges Identified within the Palm Beach County Segment of the FEC Corridor Main Line 

Historic Resources APE

FMSF # Site Name / 

Address

Superstructure Substructure Const. 

Date

National Register 

Significance

8PB15951 Fixed Railway 

Bridge over 

the C-15 

Canal

Precast Concrete Slabs Concrete Pile Bents 1962 Contributing to a 

Potential FEC 

Railway Linear 

Historic District

Within the Palm Beach County portion of the FEC Corridor Main Line APE for Historic Resources, seven 

significant historic districts were identified (Table 3-3.37). The FMSF identified three National Register–

listed districts and two districts that have been determined National Register–eligible by the SHPO. Two 

additional districts are considered National Register–eligible based on the evaluation conducted as part 

of the 2012 CRA. 

The FMSF also identified two historic linear resources which have been determined eligible for listing in 

the National Register by the SHPO (Table 3-3.38). Fourteen significant historic buildings are located 

within the Palm Beach County portion of the FEC Corridor Main Line APE for Historic Resources (Table 3-

3.39). The FMSF identified three National Register–listed buildings, and two buildings determined 

National Register–eligible by the SHPO. The nine additional buildings are considered eligible based on 

the evaluation conducted as part of the 2012 CRA (Table 3-3.39). The FMSF identified one National 

Register–listed historic station (Table 3.3.40). The 2012 CRA identified one additional railway related 

resource (Table 3.3.41) and one cemetery considered National Register–eligible based on the evaluation 

conducted as part of the 2012 CRA (Table 3-3.41).
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Table 3-3.37

Historic Districts Identified within the Palm Beach County Segment of the FEC Corridor Main Line 

Historic Resources APE

FMSF # Site Name / 

Address

Resource Group 

Type

Local Status Local Sig. National Register 

Sig.

8PB5980 Northwest 

Neighborhood 

Historic District

Historic District West Palm Beach 

Local Historic District

Locally Listed National Register–

Listed

8PB9905 Lake Lucerne 

Commercial 

Historic District

Historic District Lake Worth Local 

Historic District

Locally Listed National Register–

Listed

8PB10350 Grandview Heights 

Historic District

Historic District West Palm Beach 

Local Historic District

Locally Listed National Register–

Listed

8PB13713 Camino Real 

Historic District

Historic District Palm Beach County 

Designated Historic

District

Locally Listed Determined 

National Register–

Eligible

8PB14285 Del-Ida Park 

Historic District

Historic District City of Delray Beach 

Local Historic District

Locally Listed Considered National 

Register–Eligible 

8PB15380 Atlantic Avenue 

Historic District

Historic District N/A N/A Determined 

National Register–

Eligible

N/A Pearl City Historic 

District

Historic District Boca Raton Locally 

Designated Historical 

Resource

Locally Listed Considered National 

Register–Eligible

Table 3-3.38

Linear Resources Identified within the Palm Beach County Segment of the FEC Corridor Main Line 

Historic Resources APE

FMSF # Site Name / 

Address

Resource Group 

Type

Local Status Local Sig. National Register 

Sig.

8PB10311 Hillsboro Canal Linear Resource N/A N/A Determined 

National Register–

Eligible

8PB10331 West Palm Beach 

Canal

Linear Resource N/A N/A Determined 

National Register–

Eligible
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Table 3-3.39

Historic Structures Identified within the Palm Beach County Segment of 

the FEC Corridor Main Line Historic Resources APE

FMSF # Site Name / Address Local Status Local Sig. Const. 

Date

Style National 

Register Sig.

8PB169 Administration 

Building/ Dixie 

Highway & Camino 

Real

Boca Raton 

Locally 

Designated 

Historical 

Resource

Locally 

Listed

1925 Mediterranean 

Revival ca. 1880-

1940

National 

Register–

Listed

8PB240 Hoot, Toot & 

Whistle/290 E. Atlantic 

Avenue

N/A N/A c.1926 Mission Considered 

National 

Register–

Eligible

8PB513 Andrews House/306 SE 

1

st Avenue

N/A N/A c.1909 Frame Vernacular Considered 

National 

Register–

Eligible

8PB835 Peninsular Plumbing 

Company 

Warehouse/501-513 

Fern Street

N/A N/A c. 1938 Masonry 

Vernacular

Determined 

Ineligible by 

the SHPO; 

Noted as 

Eligible by 

Friederike 

Mittner West 

Palm Beach 

Historic 

Preservation 

Planner

8PB8232 Seaboard Air Line 

Dining Car 6113/747 S. 

Dixie Highway

N/A N/A 1947 Moderne ca. 

1920-1940

National 

Register–

Listed

8PB8233 Seaboard Air Line 

Lounge Car 6603/747 

S. Dixie Highway

N/A N/A 1947 Moderne ca. 

1920-1940

National 

Register–

Listed

8PB14806 470 Fern Street N/A N/A c. 1930 Mediterranean 

Revival

Determined 

National 

Register–

Eligible by the 

SHPO

8PB14808 500 Fern Street N/A N/A c. 1949 Mediterranean 

Revival

Determined 

National 

Register–

Eligible by the 

SHPO

N/A Arc Rib Storage/502 

Kanuga Drive

West Palm 

Beach Listed 

Historic 

Property

Locally 

Listed

Not 

Available

Not Available Considered 

National 

Register–

Eligible
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N/A Delray Beach Antique 

Mall/1350 N. Federal 

Highway

N/A N/A Not 

Available

Not Available Considered 

National 

Register–

Eligible

N/A Goodwill/1640 N. 

Federal Highway

N/A N/A Not 

Available

Not Available Considered 

National 

Register–

Eligible

N/A Lantana Chamber of 

Commerce/212 Iris 

Avenue

N/A N/A Not 

Available

Not Available Considered 

National 

Register–

Eligible

N/A Woodlawn Cemetery 

Gate/1500 S. Dixie 

Highway

West Palm 

Beach Listed 

Historic 

Property

Locally 

Listed

Not 

Available

Not Available Considered 

National 

Register–

Eligible

N/A 3615 Henry Avenue N/A N/A c.1925 Frame Vernacular Considered 

National 

Register–

Eligible

Table 3-3.40

Historic Stations or Railroad Related Resources Identified within the Palm Beach County Segment of 

the FEC Corridor Main Line Historic Resources APE

FMSF # Site Name / Address Local Status Local Sig. Const. 

Date

Style National 

Register Sig.

8PB96 FEC Railway Station/ S. 

Dixie Highway at SE 8th

Street

Boca Raton 

Locally 

Designated 

Historical 

Resource

Locally 

Listed

1929 Mediterranean 

Revival ca. 1880-

1940

National 

Register–

Listed

N/A Delray Beach FEC 

Depot and Water 

Tower/220 NE 1st 

Street

N/A N/A Not 

Available

Not Available Considered 

National 

Register–

Eligible

Table 3-3.41

Historic Cemeteries Identified within the Palm Beach County Segment of the FEC Corridor Main Line 

Historic Resources APE

FMSF # Site Name / Address Local Status Local Sig. Date Est. National Register 

Sig.

N/A Woodlawn Cemetery N/A N/A Not 

Available

Considered 

National Register–

Eligible
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FRA has determined there will be no adverse effects to the significant resources, and SHPO concurrence 

is expected to coincide with this determination of no adverse effect. 

Broward County

One previously recorded archaeological site, Brickell Block (8BD2916), extends into the archaeological 

APE for the Broward County segment of FEC Corridor Main Line. The significance of this site has not 

been evaluated by SHPO but it is recorded as containing sensitive material. The Broward County 

segment also traverses through two areas defined by the City of Fort Lauderdale as archaeologically 

sensitive zones. These zones are located between the New River and SW 4th Court and approximately 

500 feet to both the north and south of the Tarpon River. 

The Brickell Block is located in an urban setting beneath a multi-story shopping and entertainment 

complex, and associated hardscape, including a parking lot. Since the proposed improvements will only 

include the placement of additional ballast and tracks, and will not include subsurface disturbance, there 

will be no impacts to the Brickell Block. Based on this, archaeological testing is not warranted in advance 

of these improvements as there will be no adverse archaeological effect. The City of Fort Lauderdale 

archaeologically sensitive zones are also located within a developed area completely covered by 

buildings and hardscape. As no subsurface impacts are proposed within the zones, no impacts are 

anticipated and archaeological testing is not necessary. 

In addition to the FEC ROW, the 2012 CRA identified four historic railway bridges within the FEC Corridor

Main Line APE for Historic Resources, as shown in Table 3-3.42. Each identified bridge is considered a 

contributing resource within a potential FEC Railway Linear Historic District. Potential National Register 

eligibility on an individual basis was not determined, consistent with the evaluation methods developed 

with the SHPO/FDHR for the 2010 FEC Amtrak Passenger Rail Project and the SHPO/FDHR methods 

established for this project (Appendix L).
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Table 3-3.42

Railway Bridges Identified within the Broward County Segment of the FEC Corridor Main Line Historic 

Resources APE

FMSF # Site Name / 

Address

Superstructure Substructure Const. 

Date

National Register 

Significance

8BD4860 Fixed Railway 

Bridge over the 

Cypress Creek/ 

C-14 Canal

Precast Concrete Slabs Concrete Pile Bents 1960 Contributing to a 

Potential FEC 

Railway Linear 

Historic District

8BD4861 Fixed Railway

Bridge over the 

North Fork of 

Middle River

Steel Wide Flange 

Beams

Timber Pile Bents 1957 Contributing to a 

Potential FEC 

Railway Linear 

Historic District

8BD4862 Fixed Railway 

Bridge over the 

South Fork of 

Middle River

Steel Wide Flange 

Beams

Timber Pile Bents 1959 Contributing to a 

Potential FEC 

Railway Linear 

Historic District

8BD4863 Fixed Railway 

Bridge over the 

Dania Cut-Off 

Canal 

Steel Plate Thru Girder Concrete Abutments 1927 Contributing to a 

Potential FEC 

Railway Linear 

Historic District

Within the Broward County portion of the FEC Corridor Main Line APE for Historic Resources, five 

significant historic districts were identified (Table 3-3.43). The FMSF identified one National Register–

listed district, and one district that has been previously been determined National Register–eligible by 

the SHPO. The remaining three districts are considered National Register–eligible based on the results of 

the 2012 CRA. The FMSF also identified one historic linear resource which has been determined National 

Register–eligible by the SHPO (Table 3-3.44). Thirteen significant historic buildings are located within the 

Broward County portion of the FEC Corridor Main Line APE for Historic Resources (Table 3-3.45). The 

FMSF noted that one is National Register–listed and three have been determined National Register–

eligible by the SHPO. Nine buildings are considered National Register–eligible based on the results of the 

2012 CRA. The 2012 CRA report also identified two significant historic stations or railway related 

resources which are considered National Register–eligible (Table 3-3.46).
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Table 3-3.43

Historic Districts Identified within the Broward County Segment of the 

FEC Corridor Main Line Historic Resources APE

FMSF # Site Name / Address Resource Group 

Type

Local Status Local Sig. National Register 

Sig.

8BD181 Downtown Fort 

Lauderdale Historic 

District

Historic District Broward County 

Resource

Locally Listed Determined 

National Register–

Eligible

8BD3284 Hollywood 

Boulevard Historic 

Business District

FMSF Building 

Complex

Broward County Trust 

List of Significant and 

Endangered Structures

Locally 

Recognized

National Register–

Listed 

N/A Northwest Pompano 

Historic District 

Historic District City of Pompano Beach 

Community 

Redevelopment Area

Locally 

Recognized

Considered 

National Register–

Eligible

N/A Old Business District Historic District Broward County Trust 

List of Significant and 

Endangered Structures

Locally 

Recognized

Considered 

National Register–

Eligible

N/A Old Pompano 

Historic District

Historic District Broward County Trust 

List of Significant and 

Endangered Structures

Locally 

Recognized

Considered 

National Register–

Eligible

Table 3-3.44

Linear Resources Identified within the Broward County Segment of the FEC Corridor Main Line Historic 

Resources APE

FMSF # Site Name / Address Resource Group 

Type

Local Status Local Sig. National Register 

Sig.

8BD3229 Hillsboro Canal Linear Resource N/A N/A Determined 

National Register–

Eligible
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Table 3-3.45

Historic Structures Identified within the Broward County Segment of the 

FEC Corridor Main Line Historic Resources APE

FMSF # Site Name / 

Address

Local Status Local Sig. Const.

Date

Style National 

Register Sig.

8BD62 King-Cromartie 

House/229 SW 

2

nd Avenue

Broward County Local 

Historic Site; Broward 

County Trust List of 

Significant and 

Endangered Structures

Locally 

Listed

1907 Frame 

Vernacular

Considered 

National 

Register–

Eligible

8BD63 New River 

Inn/229 SW 2nd

Avenue

Broward County Local 

Historic Site; Broward 

County Trust List of 

Significant and 

Endangered Structures; 

Ft. Lauderdale Local 

Resource

Locally 

Listed

1906 Masonry 

Vernacular

National 

Register–

Listed 

8BD143 Hotel 

Poinciana/141 

NW 1st Avenue

Broward County Local 

Historic Site; Broward 

County Trust List of 

Significant and 

Endangered Structures

Locally 

Listed

c.1920 Mission Considered 

National 

Register–

Eligible

8BD212 Philemon Bryan 

House/ 227 SW 

2

nd Avenue

Broward County Local 

Historic Site; Broward 

County Trust List of 

Significant and 

Endangered Structures

Locally 

Listed

1906 Neo-Classical 

Revival ca. 

1880-1940

Considered 

National 

Register–

Eligible

8BD227 Bryan, Tom M. 

Building/ 201-213 

Himmarshee 

Street

Broward County Local 

Historic Site

Locally 

Listed

c.1925 Mediterranean 

Revival ca. 

1880-1940

Determined

National 

Register–

Eligible

8BD376 The Hollywood 

Publishing 

Company/219 N 

21st Avenue

Broward County Local 

Historic Site; Broward 

County Trust List of 

Significant and 

Endangered Structures

Locally 

Listed

1924 Masonry 

Vernacular

Considered 

National 

Register–

Eligible

8BD574 Ingram 

Arcade/2033-

2051 Hollywood 

Boulevard

Broward County Local 

Historic Site; Broward 

County Trust List of 

Significant and 

Endangered Structures

Locally 

Listed

1921 Commercial Considered 

National 

Register–

Eligible

8BD1976 Progresso 

Plaza/901 

Progresso Drive

Broward County Local 

Historic Site; Broward 

County Trust List of 

Significant and 

Endangered Structures; 

Ft. Lauderdale Local 

Resource

Locally 

Listed

c.1925 Mediterranean 

Revival ca. 

1880-1940

Determined 

National 

Register–

Eligible
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8BD2237 Hamilton's 

Pharmacy/ 

McClellan Drugs/ 

126 N Flagler 

Avenue

Broward County Local 

Historic Site

Locally 

Listed

1925 Art Deco ca. 

1920-1940

Considered 

National 

Register–

Eligible

8BD2258 Pompano 

Mercantile 

Company/114 N 

Flagler Avenue

Broward County Local 

Historic Site; Broward 

County Trust List of 

Significant and 

Endangered Structures

Locally 

Listed

1924 Mission Considered 

National 

Register–

Eligible

8BD4179 Hollywood 

Armory/910 N 

Dixie Highway W

N/A N/A c.1954 Other Determined 

National 

Register–

Eligible

N/A Antique Car 

Museum/1527 

SW 1st Avenue

Broward County Trust 

List of Significant and 

Endangered Structures

Locally 

Recognize

d

Not 

Available

Not Available Considered 

National 

Register–

Eligible

N/A Sears Town/901 

N Federal 

Highway

Broward County Trust 

List of Significant and 

Endangered Structures

Locally 

Recognize

d

Not 

Available

Not Available Considered 

National 

Register–

Eligible

Table 3-3.46

Historic Stations or Railroad Related Resources Identified within the Broward County Segment of the 

FEC Corridor Main Line Historic Resources APE

FMSF # Site Name / 

Address

Local Status Local Sig. Const.

Date

Style National 

Register Sig.

N/A Florida East Coast 

Freight House 

and Platform 

Machine 

Ramp/1801 SW 

1

st Avenue

N/A N/A 1948; 1956 Not Available Considered 

National 

Register–

Eligible

N/A Florida East Coast 

Rail Yard/3125 S. 

Andrews Avenue

N/A N/A Not 

Available

Not Available Considered 

National 

Register–

Eligible

FRA has determined there will be no adverse effects to the significant resources, and SHPO concurrence 

is expected to coincide with this determination of no adverse effect. 

Miami-Dade County

The FMSF listed no previously recorded National Register–listed or eligible archaeological sites within 

the Miami-Dade County portion of the FEC Corridor Main Line Archaeological APE. Based on digital files 

available from the City of Miami illustrating the locations of Archaeological Conservation Areas, the 
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Miami-Dade County segment of the FEC Corridor Main Line Archaeological APE intersects one City of 

Miami Archaeological Conservation Area, which extends from the north bank of the Little River 

approximately 0.4 miles to the south. The proposed improvements will only include the placement of 

additional ballast and tracks and will not include subsurface disturbances. Based on this, no 

archaeological testing in advance of these improvements is warranted as there will be no adverse 

archaeological effects.

In addition to the FEC ROW, the 2012 CRA identified three historic railway bridges within the FEC 

Corridor Main Line Historic Resources APE, as shown in Table 3-3.47. Each identified bridge is considered 

a contributing resource within a potential FEC Railway Linear Historic District. Potential National Register 

eligibility on an individual basis was not determined, consistent with the evaluation methods developed 

with the SHPO/FDHR for the 2010 FEC Amtrak Passenger Rail Project and the SHPO/FDHR methods 

established for this project (Appendix L).

Table 3-3.47

Railway Bridges Identified within the Miami-Dade County Segment of the 

FEC Corridor Main Line Historic Resources APE

FMSF # Site Name / 

Address

Superstructure Substructure Const. 

Date

National Register 

Significance

8DA12596 Fixed Railway 

Bridge over the 

Oleta River

Steel Wide Flange 

Beams

Timber Pile Bents 1963 Contributing to a 

Potential FEC 

Railway Linear 

Historic District

8DA12597 Fixed Railway 

Bridge over the 

Royal 

Glades/C-9 

Canal

Precast Concrete Slabs Concrete Pile Bents 1956 Contributing to a 

Potential FEC 

Railway Linear 

Historic District

8DA12598 Fixed Railway 

Bridge over the 

Arch Creek

Steel Wide Flange 

Beams

Concrete Abutments 1930 Contributing to a 

Potential FEC 

Railway Linear 

Historic District

Seven significant historic districts were identified within the Miami-Dade County portion of the FEC 

Corridor Main Line Historic Resources APE (Table 3-3.48). Each is considered National Register–eligible 

based on the results of the 2012 CRA. One historic linear resource is considered eligible for listing in the 

National Register based on results of the 2012 CRA (Table 3-3.49). Three significant historic buildings are 

located within the Miami-Dade County portion of the FEC Corridor Main Line Historic Resources APE

(Table 3-3.50). The FMSF listed two as National Register–listed. One is considered eligible based on the 

results of the 2012 CRA. The FMSF also identified one National Register–listed cemetery within the 

Miami-Dade County portion of the FEC Corridor Main Line Historic Resources APE (Table 3-3.51). 
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Table 3-3.48

Historic Districts Identified within the Miami-Dade County Segment of the 

FEC Corridor Main Line Historic Resources APE

FMSF # Site Name / Address Resource Group 

Type

Local Status Local Sig. National Register Sig.

8DA378 Greynolds Park Designed Historic 

Landscape

Miami-Dade County 

Designated Site

Locally Listed Considered National 

Register–Eligible

8DA3536 Miami Shores Golf 

Course

Designed Historic 

Landscape

Miami Shores 

Landmark

Locally Listed Considered National 

Register–Eligible

N/A Miami Shores Historic 

District

Historic District N/A N/A Considered National 

Register–Eligible

N/A Biscayne Park Historic 

District

Historic District N/A N/A Considered National 

Register–Eligible

N/A El Portal Historic 

District

Historic District N/A N/A Considered National 

Register–Eligible

N/A MiMo/Biscayne 

Boulevard Historic 

District

Historic District City of Miami Local 

Historic Resource

Locally Listed Considered National 

Register–Eligible

N/A Palm Grove 

Neighborhood Historic 

District

Historic District City of Miami Local 

Historic Resource

Locally Listed Considered National 

Register–Eligible

Table 3-3.49

Linear Resources Identified within the Miami-Dade County Segment of the 

FEC Corridor Main Line Historic Resources APE

FMSF # Site Name / Address Resource Group 

Type

Local Status Local Sig. National Register Sig.

N/A El Portal – Little River -

Seawall

Linear Resource Miami-Dade County 

Designated Site

Locally Listed Considered National 

Register–Eligible

Table 3-3.50

Historic Structures Identified within the Miami-Dade County Segment of the FEC Corridor Main Line Historic 

Resources APE

FMSF # Site Name / Address Local Status Local Sig. Const.

Date

Style National 

Register Sig.

8DA165 Reassembled Spanish 

Monastery AD 

1141/16711 W Dixie 

Highway

Miami-Dade 

County 

Designated Site

Locally 

Listed

1952 Masonry 

Vernacular

National 

Register–

Listed 

8DA355 Dade County 

Courthouse/ Miami City 

Hall/73 W Flagler Street

City of Miami 

Local Historic 

Resource

Locally 

Listed

1925 Neo-Classical 

Revival ca. 1880-

1940

National 

Register–

Listed

N/A N. Miami Beach/

Peoples Gas Building/

System/15779 W. Dixie 

Highway

Miami-Dade 

County 

Designated Site

Locally 

Listed

Not 

Available

Not Available Considered 

National 

Register–

Eligible
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Table 3-3.51

Historic Cemeteries Identified within the Miami-Dade County Segment of the 

FEC Corridor Main Line Historic Resources APE

FMSF # Site Name / Address Local Status Local Sig. Date Est. National Register 

Sig.

8DA1090 City of Miami 

Cemetery

City of Miami Local Historic 

Resource

Locally Listed 1897 National Register–

Listed 

FRA has determined there will be no adverse effects to the significant resources, and SHPO concurrence 

is expected to coincide with this determination of no adverse effect. 

3.3.7.2 Station Locations

The FEC corridor is located within the APE for each of the station locations. During previous cultural 

resources assessment projects that have involved the FEC corridor, the SHPO determined that the FEC 

corridor itself is considered eligible for inclusion in the National Register. The following subsections 

discuss additional resources located directly within the APE for the station locations. 

West Palm Beach - North Site

The FMSF identified no previously recorded significant archaeological sites within the Archaeological 

APE established for the West Palm Beach - North Site. Based on this, no impacts to archaeological sites 

are anticipated. 

Two National Register–eligible historic buildings are located within the West Palm Beach North Site APE

for Historic Resources, as shown in Table 3-3.52. The FMSF identified one historic building determined 

by the SHPO to be National Register–eligible. The 2012 CRA identified one historic building as National 

Register–eligible.

FRA has determined that there will be no adverse effect to the significant resources, based on the 

condition that consultation with the SHPO and locally affected parties/historic preservation planning 

staff in the cities of West Palm Beach, Fort Lauderdale, and Miami will continue through the station 

design process in order to ensure compatibility and appropriate sensitivity to the significant resources 

within the station locations’ APE. SHPO concurrence is expected to coincide with this determination of 

no adverse effect based on this condition. 
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Table 3-3.52

Historic Resources within the West Palm Beach North Site APE for Historic Resources

FMSF # Site Name / Address Const.

Date

Style National Register Significance

8PB712 905 N. Railroad Avenue c. 1925 Masonry 

Vernacular 

Considered National Register–

Eligible

8PB768 Florida Health Lab 

Building/415 5th Street

c. 1921 Neo-Classical 

Revival

Determined National Register–

Eligible by the SHPO in 2010

West Palm Beach - Central Site (Preferred Build Station Alternative)

The FMSF identified no previously recorded significant archaeological sites within the Archaeological 

APE established for the West Palm Beach - Central Site. Based on this, no impacts to archaeological sites 

are anticipated and no further work is recommended. 

The FMSF identified one National Register–listed historic district within the APE for the West Palm Beach 

- Central Site (Table 3-3.53). Within this district, the 2012 CRA identified seven buildings that are 

contributing to the National Register–listed historic district but are not individually eligible and three 

contributing buildings to the historic district that are individually National–Register eligible. The FMSF 

also identified one National Register–listed building and three buildings determined National Register–

eligible by SHPO (Table 3-3.53). The 2012 CRA identified two buildings as National Register–eligible 

(Table 3-3.53).

Table 3-3.53

Historic Resources Identified within the West Palm Beach - Central Site APE for Historic Resources

FMSF # Site Name / Address Const.

Date

Style National Register Significance

8PB574 513-515 Clematis Street c. 1921 Masonry Vernacular Considered Ineligible; 

Contributing Resource within 

National Register–Listed 

Clematis Street Historic 

Commercial District (8PB10348)

8PB575 517-519 Clematis Street c. 1929 Masonry Vernacular Considered Ineligible; 

Contributing Resource within 

National Register– Listed 

Clematis Street Historic 

Commercial District (8PB10348)

8PB576 518-520 Clematis Street 1924 Masonry Vernacular Considered National Register–

Eligible; Contributing Resource 

within National Register– Listed 

Clematis Street Historic 

Commercial District (8PB10348)
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8PB577 521-527 Clematis Street c. 1920 Masonry Vernacular Considered Ineligible; 

Contributing Resource within 

National Register– Listed 

Clematis Street Historic 

Commercial District (8PB10348)

8PB578 522 Clematis Street 1919 Masonry Vernacular Considered Ineligible; 

Contributing Resource within 

National Register– Listed 

Clematis Street Historic 

Commercial District (8PB10348)

8PB579 526 Clematis Street 1923 Masonry Vernacular Considered Ineligible; 

Contributing Resource within 

National Register– Listed 

Clematis Street Historic 

Commercial District (8PB10348)

8PB580 W. E. Pope Building/529-

531 Clematis Street

1921 Masonry Vernacular Considered Ineligible; 

Contributing Resource within 

National Register– Listed 

Clematis Street Historic 

Commercial District (8PB10348)

8PB581 528 Clematis Street 1929 Art Deco Considered National Register–

Eligible; Contributing Resource 

within National Register– Listed 

Clematis Street Historic 

Commercial District (8PB10348)

8PB582 533 Clematis Street 1925 Neoclassical Revival Considered National Register–

Eligible; Contributing Resource 

within National Register– Listed 

Clematis Street Historic 

Commercial District (8PB10348)

8PB585 540 Clematis Street c. 1925 Masonry Vernacular Considered Ineligible; 

Contributing Resource within 

National Register– Listed 

Clematis Street Historic 

Commercial District (8PB10348)

8PB593 Alma Hotel/534 Datura 

Street

c. 1926 Mediterranean Revival Considered National Register–

Eligible

8PB690 Ferndix Building/321-325 

S. Dixie Highway

1925 Mission National Register–Listed in 1999

8PB835 Peninsular Plumbing 

Company 

Warehouse/501-513 Fern 

Street

c. 1938 Masonry Vernacular Considered National Register–

Eligible

8PB10348 Clematis Street Historic 

Commercial District

Various Various National Register–Listed
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8PB14806 470 Fern Street c. 1930 Mediterranean 

Revival

Determined National Register–

Eligible by the SHPO

8PB14807 West Palm Beach 

Employee Health 

Center/464 Fern Street

c. 1930 Mediterranean Revival Determined National Register–

Eligible by the SHPO

8PB14808 Ballet Florida/500 Fern 

Street

c. 1949 Mediterranean Revival Determined National Register–

Eligible by the SHPO

FRA has determined that there will be no adverse effect to the significant resources, based on the 

condition that consultation with the SHPO and locally affected parties/historic preservation planning 

staff in the cities of West Palm Beach, Fort Lauderdale, and Miami will continue through the station 

design process in order to ensure compatibility and appropriate sensitivity to the significant resources 

within the station locations’ APE. SHPO concurrence is expected to coincide with this determination of 

no adverse effect based on this condition. 

Fort Lauderdale - North Site (Preferred Build Station Alternative)

No previously recorded significant archaeological sites are located within the Archaeological APE established for 

the Fort Lauderdale - North Site. Based on this, no impacts to archaeological sites are anticipated and no further 

work is recommended. 

The FMSF identified one National Register–eligible historic district within the Fort Lauderdale - North Site APE for 

Historic Resources (Table 3-3.54). Within this district, the FMSF identified one building that is contributing to the 

district and is National Register–listed, two buildings that are contributing to the district and have been 

determined National Register–eligible by SHPO, and one building that are contributing to the district but are not 

individually eligible. 

The 2012 CRA identified two additional buildings that are contributing to the National Register–eligible historic 

district and are considered National Register–eligible and one building that is contributing to the National 

Register–eligible historic district and is considered individually ineligible (Table 3-3.54).
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Table 3-3.54

Historic Resources Identified within the Fort Lauderdale - North Site APE for Historic Resources

FMSF # Site Name / Address Const.

Date

Style National Register Significance

8BD62 King-Cromartie House/229 SW 

2

nd Avenue

1907 Frame 

Vernacular

Considered National

Register–Eligible;

Contributing Resource

within National

Register– Eligible Ft.

Lauderdale Historic

District (8BD181)

8BD63 New River Inn/231 SW 2nd

Avenue

1906 Masonry 

Vernacular

National Register–

Listed; Contributing Resource

within National

Register–Eligible Ft.

Lauderdale Historic

District (8BD181)

8BD181 Ft. Lauderdale Historic District Various Various Determined National

Register–Eligible by the

SHPO

8BD212 Philemon Nathanial Bryan 

House/227 SW 2nd Avenue

1906 Neoclassica

l Revival

Considered National

Register–Eligible;

Contributing Resource

within National

Register– Eligible Ft.

Lauderdale Historic

District (8BD181)

8BD213 Davis Acetylene Building/N of 

229 SW 2nd Avenue

c. 1905 Masonry 

Vernacular 

Considered Ineligible; Contributing

Resource within

National Register–

Eligible Ft. Lauderdale

Historic District

(8BD181)

8BD227 Tom Bryan Building/201-211 

Himmarshee Street

c. 1925 Mediterran

ean Revival

Determined National

Register–Eligible by the

SHPO; Contributing

Resource within

National Register–

Eligible Ft. Lauderdale

Historic District

(8BD181)

8BD237 ROK:BRGR/208 Himmarshee 

Street

c. 1939 Masonry 

Vernacular

Determined Ineligible by the SHPO; Contributing

Resource within

National Register–Eligible Ft. Lauderdale

Historic District (8BD181)

8BD239 Briny Irish Pub/214-220 SW 2nd

Street

c. 1937 Masonry 

Vernacular 

Determined National Register–Eligible by the

SHPO; Contributing Resource within

National Register–Eligible Ft. Lauderdale

Historic District(8BD181)
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FRA has determined that there will be no adverse effect to the significant resources, based on the 

condition that consultation with the SHPO and locally affected parties/historic preservation planning 

staff in the cities of West Palm Beach, Fort Lauderdale, and Miami will continue through the station 

design process in order to ensure compatibility and appropriate sensitivity to the significant resources 

within the station locations’ APE. SHPO concurrence is expected to coincide with this determination of 

no adverse effect based on this condition. 

Fort Lauderdale - South Site 

One previously recorded archaeological site, Brickell Block (8BD2916), is located within the 

archaeological APE for the Fort Lauderdale - South Site. The significance of this site has not been 

evaluated by SHPO but it is recorded as containing sensitive material. A portion of the archaeological 

APE for the Fort Lauderdale - South Site is also located within an Archaeologically Significant Zone noted 

on the Official City of Fort Lauderdale Historic Resources Map (City of Fort Lauderdale, Planning and 

Zoning Department 2008) and the Broward County North Bank New River Archaeological Zone. 

The Brickell Block is located in an urban setting beneath a multi-story shopping and entertainment 

complex, and associated hardscape, including a parking lot. The archaeologically sensitive zones are also 

within a heavily developed area consisting of buildings or hardscape. The Brickell Block and the zones 

will only be impacted if the Fort Lauderdale - South Site is selected. As this site is not the preferred 

station location, testing at the site or within the zones is not warranted at this time, as no subsurface 

impacts are anticipated. 

The FMSF identified one National Register–eligible historic district within the APE for the Fort 

Lauderdale - South Site (Table 3-3.55). The FMSF identified one building that is contributing to the 

district and is National Register–listed and two buildings that are contributing to the district and are 

determined National Register–eligible by the SHPO. The 2012 CRA identified two additional buildings 

that are contributing to the district and are considered National Register–eligible and two buildings that 

are contributing and considered ineligible for the National Register (Table 3-3.55).

FRA has determined that there will be no adverse effect to the significant resources, based on the 

condition that consultation with the SHPO and locally affected parties/historic preservation planning 

staff in the cities of West Palm Beach, Fort Lauderdale, and Miami will continue through the station 

design process in order to ensure compatibility and appropriate sensitivity to the significant resources 

within the station locations’ APE. SHPO concurrence is expected to coincide with this determination of 

no adverse effect based on this condition. 

Miami - Central Elevated Site (Preferred Build Station Alternative)

No previously recorded significant archaeological sites are located within the Archaeological APE 

established for the Miami - Central Elevated Site.

The FMSF identified one National Register–listed Historic District (Table 3-3.57). The 2012 CRA identified 
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one contributing resource within the National Register–listed Historic District which is ineligible on an 

individual basis. The FMSF also identified two buildings which are National Register–listed or eligible. 

The 2012 CRA identified one National Register–eligible building within the Historic Resources APE 

established for the Miami - Central Elevated Site (Table 3-3.56).

Table 3-3.55

Historic Resources Identified within the Fort. Lauderdale - South Site APE for Historic Resources

FMSF # Site Name / Address Const.

Date

Style National Register Significance

8BD62 King-Cromartie House/229 SW 

2

nd Avenue

1907 Frame Vernacular Considered National

Register–Eligible;

Contributing Resource

within National

Register–Eligible Ft.

Lauderdale Historic

District (8BD181)

8BD63 New River Inn/231 SW 2nd

Avenue

1906 Masonry Vernacular National Register–Listed; 

Contributing Resource within 

National Register–Eligible Ft.

Lauderdale Historic District 

(8BD181)

8BD181 Ft. Lauderdale Historic District Various Various Determined National Register–

Eligible by the SHPO

8BD212 Philemon Nathanial Bryan 

House/227 SW 2nd Avenue

1906 Neoclassical Revival Considered National

Register–Eligible; Contributing 

Resource within National

Register–Eligible Ft. Lauderdale 

Historic District (8BD181)

8BD213 Davis Acetylene Building/N of 

229 SW 2nd Avenue

c. 1905 Masonry Vernacular Considered Ineligible; 

Contributing Resource within 

National Register–Eligible Ft. 

Lauderdale Historic District 

(8BD181)

8BD227 Tom Bryan Building/201-211 

Himmarshee Street

c. 1925 Mediterranean Revival Determined National Register–

Eligible by the SHPO; Contributing 

Resource within

National Register–Eligible Ft. 

Lauderdale Historic District 

(8BD181)

8BD237 ROK:BRGR/208 Himmarshee 

Street

c. 1939 Masonry Vernacular Determined Ineligible by the 

SHPO; Contributing Resource 

within National Register–Eligible 

Ft. Lauderdale Historic District 

(8BD181)

8BD239 Briny Irish Pub/214-220 SW 

2

nd Street

c. 1937 Masonry Vernacular Determined National Register–

Eligible by the SHPO; Contributing 

Resource within

National Register–Eligible Ft. 

Lauderdale Historic District 

(8BD181)
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Table 3-3.56

Historic Resources Identified within the Miami - Central Elevated Site APE for Historic Resources

FMSF # Site Name / Address Const.

Date

Style National Register Significance

8DA271 Salvation Army 

Citadel/49 NW 5th

Street

c. 1925 Gothic Revival Determined National RegisterEligible by the SHPO

8DA1164 212-222 N Miami 

Avenue

c. 1922 Masonry 

Vernacular

Considered Ineligible; Contributing 

Resource within National Register 

Listed Downtown Miami Historic 

District (8DA10001)

8DA2397 Lyric Theater/819 NW 

2

nd Avenue

c. 1914 Masonry 

Vernacular

National Register-Listed

8DA10001 Downtown Miami 

Historic District

Various Various National Register-Listed

8DA12603 201 NW 1st Avenue c. 1914 Masonry 

Vernacular 

Considered National Register-Eligible

An additional reconnaissance survey was conducted as part of the 2012 CRA to evaluate resources 

within one block of the proposed elevated railway track improvements for the Miami - Central Elevated 

Site. This resulted in the identification of one National Register–eligible resource: X-Ray Clinic/171 NW 

11th Street.

FRA has determined that there will be no adverse effect to the significant resources, based on the 

condition that consultation with the SHPO and locally affected parties/historic preservation planning 

staff in the cities of West Palm Beach, Fort Lauderdale, and Miami will continue through the station 

design process in order to ensure compatibility and appropriate sensitivity to the significant resources 

within the station locations’ APE. SHPO concurrence is expected to coincide with this determination of 

no adverse effect based on this condition. 

Miami - South At Grade Site

No previously recorded significant archaeological sites are located within the Archaeological APE 

established for the Miami - South At Grade Site (Table 3-3.57). The FMSF identified one National 

Register–listed historic district and five contributing buildings which are determined National Register–

eligible on an individual basis by SHPO. The 2012 CRA identified one contributing building within the 

National Register–listed Historic District which is considered National Register–eligible and one building 

that is considered is ineligible (Table 3-3.58). 

The FMSF identified two additional National Register–listed or eligible buildings within the Miami -

South At Grade Site APE. The 2012 CRA identified one additional individually National Register–eligible 

building (Table 3-3.57).
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FRA has determined that there will be no adverse effect to the significant resources, based on the 

condition that consultation with the SHPO and locally affected parties/historic preservation planning 

staff in the cities of West Palm Beach, Fort Lauderdale, and Miami will continue through the station 

design process in order to ensure compatibility and appropriate sensitivity to the significant resources 

within the station locations’ APE. SHPO concurrence is expected to coincide with this determination of 

no adverse effect based on this condition. 

Table 3-3.57

Historic Resources Identified within the Downtown Miami South Site - At Grade APE

FMSF # Site Name / Address Const.

Date

Style National Register Significance

8DA237 Waddell Building/24-36 

N Miami Avenue

c. 1916 Masonry 

Vernacular

Considered National Register–Eligible; 

Contributing Resource within National 

Register–Listed Downtown Miami Historic 

District (8DA10001)

8DA271 Salvation Army 

Citadel/49 NW 5th

Street

c. 1925 Gothic Revival Determined National Register–Eligible by the 

SHPO

8DA355 Dade County 

Courthouse/73 W 

Flagler Street

c. 1925 Neoclassical 

Revival

National Register–Listed

8DA1162 Biscayne Building/9-23 

W Flagler Street

c. 1925 Masonry 

Vernacular

Determined National Register–Eligible by the 

SHPO; Contributing Resource within National 

Register–Listed Downtown Miami Historic 

District (8DA10001)

8DA1164 212-222 N Miami 

Avenue

c. 1922 Masonry 

Vernacular

Considered Ineligible; Contributing Resource 

within National Register–Listed Downtown 

Miami Historic District (8DA10001)

8DA8068 27 W Flagler Street c. 1955 Mid-Century 

Modern

Determined National Register–Eligible by the 

SHPO; Contributing Resource within National 

Register–Listed Downtown Miami Historic 

District (8DA10001)

8DA8069 1-7 W Flagler Street c. 1920 Masonry 

Vernacular

Determined National Register–Eligible by the 

SHPO; Contributing Resource within National 

Register–Listed Downtown Miami Historic 

District (8DA10001)

8DA8089 Court House East/22 

NW 1st Street

c. 1924 Neoclassical 

Revival

Determined National Register–Eligible by the 

SHPO; Contributing Resource within National 

Register–Listed Downtown Miami Historic 

District (8DA10001)

8DA8103 40-44 N Miami Avenue c. 1920 Masonry 

Vernacular

Determined National Register–Eligible by the 

SHPO; Contributing Resource within National 

Register–Listed Downtown Miami Historic 

District (8DA10001)

8DA10001 Downtown Miami 

Historic District

Various Various National Register–Listed

8DA12603 201 NW 1st Avenue c. 1914 Masonry 

Vernacular 

Considered National Register–Eligible
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3.3.8 Section 4(f) and Recreational Resources 

Section 4(f) of the US Department of Transportation (USDOT) Act of 1966 (49 USC 303 and 23 CFR 771)

grants special protection to historic sites that are listed on or are eligible for the National Register of 

Historic Places (NRHP), or are a publicly owned park, recreational area, or wildlife/waterfowl refuges. 

Section 4(f) states that publicly owned parks, recreational lands, wildlife and waterfowl refuge areas, or 

historic sites of national, state, or local significance may not be used for USDOT-funded projects unless 

there is no feasible and prudent alternative to the use of such land, and such projects include all 

possible planning to minimize harm to these lands.

Utilizing datasets available through the Florida Geographic Digital Library (FGDL), parcel information 

obtained for the Property Appraiser’s Offices of Palm Beach, Broward and Miami-Dade Counties and 

aerial and field reconnaissance, an inventory Recreational Resources within the Project Area revealed

that a total of 45 properties are found within 300 ft and of those 20 are found within 100 ft of

thePreferred Build Project Alternatives (System and Stations). 

The identified resources were then evaluated to determine if there is a potential for impact from direct 

property acquisition, access alternation, noise, vibration, or air quality. Tables 3-3.58 through 3-3.60 

summarize these results.

Direct Property Acquisition

Of the 20 properties found within the 100-ft buffer none will require direct property acquisition. The

Preferred Build Project Alternative will not require additional right-of-way in these areas, and as such 

does not require direct acquisition or takings of any 4(f) protected resources that would constitute a use 

under Section 4(f). 

Access Alteration

Of the 45 properties found within the 300-ft buffer none will require alteration to existing or planned 

access. It is possible that Recreational Resources reasonably proximate to the proposed action may 

experience an improvement to access. The Preferred Build Project Alternative will not adversely alter 

the existing access to any 4(f) protected resources in the Project Area in a manner that would constitute 

a use under Section 4(f).
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Table 3-3.58

Recreational Resources within 300 feet and 100 feet of the Project Palm Beach County, Florida

Resource Name Location Within 

300 ft

Within

100 ft

ROW Access Noise* Vibration Air

Flamingo Park West Palm 

Beach

X None None Minimal None None

Mary Brandon Park West Palm 

Beach

X None None Minimal None None

City of West Palm Beach 

Municipal Golf Course

West Palm 

Beach

X X None None Minimal None None

City of West Palm Beach 

Recreational Center 

West Palm 

Beach

X X None None Minimal None None

Hypoluxo Scrub Natural 

Area

Palm Beach 

County

X X None None Minimal None None

Seacrest Scrub Natural Area Palm Beach 

County

X X None None Minimal None None

Lake Worth Shuffleboard 

Courts

Lake Worth X None None Minimal None None

Lake Worth Recreation 

Center

Lake Worth X None None Minimal None None

Veterans Park Boyton 

Beach

X None None Minimal None None

Bicentennial Park Boyton 

Beach

X None None Minimal None None

Pence Park Boyton 

Beach

X None None Minimal None None

Palm Beach County 

Recreation Center

Boyton 

Beach

X None None Minimal None None

Worthing Park Delray Beach X None None Minimal None None

Currie Commons Park Delray Beach X None None Minimal None None

Miller Park Delray Beach X None None Minimal None None

Weeks Preserve Delray Beach X None None Moderate None None

Leon M. Weekes 

Environmental Preserve

Delray Beach X X None None Minimal None None

Boca Isles Park Boca Raton X None None Minimal None None

City of Boca Raton 

Recreation Center

Boca Raton X X None None Minimal None None

City of Boca Raton Gopher 

Tortoise Preserve

Boca Raton X X None None Minimal None None

Rosemary Ridge Preserve Boca Raton X X None None Minimal None None

TOTAL 21 8 None None Minimal None None

*Based on FTA guidance noise impacts are classified as moderate or severe. Those proximate to the corridor yet not 

identified as moderately or severely impacted were assumed to have a minimal impact.
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Table 3-3.59

Recreational Resources within 300 feet and 100 feet of the Project

Broward County, Florida

Resource Name Location Within 

300 ft

Within 

100 ft

ROW Access Noise* Vibration Air

Poinciana Park/Dog 

Park

Hollywood X None None Moderate None None

Dowdy Baseball Park Hollywood X None None Minimal None None

Byrd Park Dania X None None Minimal None None

Jaco Pastorius Park 

and Community 

Center

Oakland Park X X None None Moderate None None

Tarpon River Park Fort 

Lauderdale

X None None Minimal None None

Florence C. Hardy 

Park

Fort 

Lauderdale

X None None Minimal None None

Sistrunk Park Fort 

Lauderdale

X X None None Minimal None None

Oakland Park Boat 

Ramp

Fort 

Lauderdale

X None None Minimal None None

Midway Park Fort 

Lauderdale

X None None Minimal None None

City of Fort 

Lauderdale SW 9th

Street Recreation 

Center

Fort 

Lauderdale

X X None None Minimal None None

Florence C. Hardy 

Park and Southside 

Cultural Center

Fort 

Lauderdale

X None None Moderate None None

Highlands Scrub 

Natural Area

Broward 

County

X X None None Moderate None None

Broward County 

Planned Park

Broward 

County

X X None None Minimal None None

Colohatchee Park Winton 

Manors 

X X None None Moderate None None

TOTAL 14 6 None None 5 

Moderate

None None

*Based on FTA guidance noise impacts are classified as moderate or severe. Those proximate to the corridor yet not 

identified as moderately or severely impacted were assumed to have a minimal impact.
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Table 3-3.60

Recreational Resources within 300 feet and 100 feet of the Project

Miami-Dade County, Florida

Resource Name Location Within 

300 ft

Within 

100 ft

ROW Access Noise* Vibration Air

Aqua Bowl Park North 

Miami 

Beach

X None None Moderate None None

Arthur I. Snyder Tennis 

Complex

North 

Miami 

Beach

X None None Minimal None None

Oleta River State Park MiamiDade 

County

X None None Minimal None None

Arch Creek Park MiamiDade 

County

X X None None Minimal None None

Arch Creek Park 

Addition

MiamiDade 

County

X X None None Minimal None None

Greynolds Park MiamiDade 

County

X X None None Minimal None None

Dorsey Park City of 

Miami

X None None Minimal None None

Woodson/Miai Design 

Park

City of 

Miami

X X None None Minimal None None

Ed Abdella Field House 

and Athletics

City of 

Miami

X X None None Moderate None None

El Portal Tot Lot Village of El 

Portal

X X None None Severe None None

TOTAL 10 6 None None 2 

Moderate

1 Severe

None None

*Based on FTA guidance noise impacts are classified as moderate or severe. Those proximate to the corridor yet not 

identified as moderately or severely impacted were assumed to have a minimal impact.
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Noise

Of the 45 properties found within the 100-ft there are 7 moderately impacted properties and 1 severely 

impacted property. 

Palm Beach County – NONE

Broward County – 5 moderately impacted properties

 Poinciana Dog Park (moderate) – is an active use dog park owned by the City of 

Hollywood, Florida.

 Jaco Pastorius Park and Community Center (moderate) – is an active use recreational 

park with a walking trail and community center owned by the City of Oakland Park, 

Florida.

 Colohatchee Park (moderate) – is a waterfront mangrove preserve and active 

recreational area with a dog park, jogging trail, basketball courts, sand volleyball courts 

and playground own by the City of Winton Manors.

 Florence C. Hardy Park and Southside Cultural Center (moderate) – is an active 

recreational park with tennis courts, open space, lighted athletic fields and lawn bowling 

owned by the City of Fort Lauderdale, Florida.

 Highlands Scrub Natural Area (moderate) – a scrub habitat preserve owned by Broward 

County, Florida includes a 1,800-ft interpretive nature trail, picnic tables and pavilions.

Miami-Dade County – 1 severe and 2 moderate

 El Portal Tot Lot (severe) – a tot lot and playground owned by the Village of El Portal 

incorporated on the property of the Village Hall. The El Portal Tot Lot is located at the 

existing dual track crossing of NE 87th Street

 Aqua Bowl Park Center (moderate) – an active, open space active use recreational area 

owned by the City of North Miami Beach, Florida.

 Ed Abdella Field House and Athletics Complex (moderate) – an active use recreation 

area with baseball/softball field, basketball courts and gymnasium owned by the City of 

Miami Shores, Florida.

Vibration

Of the 20 properties found within the 100-ft there are none were found to be impacted by vibration.

Air

As noted in Section 3.1.1 (Air Quality) the entire Project Area is within an attainment area as per the 

Clean Air Act and is further not anticipated to exceed the criteria defined in the National Ambient Air 

Quality Standards. None of the 20 Section (f) properties with the 100-ft buffer are anticipated to be 
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impacted by either the Preferred Build System Alternative or the Preferred Build Station Alternatives

by air quality considerations, and as such there will be no use of Section (f) resources due to air quality 

related impacts attributable to the proposed Project.

Tables 3-3.59 through 3-3.61 summarize those Recreational Resources found within 300 ft and 100 ft of

the mainline and proposed station locations by county and potential impacts to each.

The State of Florida State Historic Preservation Office (SHPO) has concurred that, in and of itself, 

improvements to the NHRP-eligible FEC corridor would not constitute a Section 4(f) use of this resource 

as per Section 4(f) of the US Department of Transportation (USDOT) Act of 1966.

Based on the results of this analysis, one Section 4(f) resource appears to have a potential impact from 

noise in the Preferred Build Project Alternative: the El Portal Tot Lot – Miami-Dade County. It was 

further determined in the evaluation of alternatives discussed in Section 2.0 that construction of a new 

corridor to accommodate the proposed project was not feasible or practicable as defined by 49 USC 

303 and 23 CFR 771. No feasible and prudent avoidance alternative satisfies the purpose and need as 

stated in Section 1.0. However, based on committed mitigation measures (see, e.g., stationary grade 

crossing horns described in Section 3.1.7.4), all severe and moderate impacts related to recreational 

land uses are eliminated (see Table 3-1.21) including noise impact to El Portal Tot Lot. 

In summary, the Preferred Build Project Alternative would not use properties subject to the 

requirements of Section 4(f) of the Department of Transportation Act of 1966.

3.3.9 Municipal Services

The No-Build Alternative would have no impact to municipal services. As for the Preferred Build Project 

Alternative, Section 1.6, Connected Actions, provides details on the projected demand for municipal 

services associated Preferred Build Project Alternative as well a description of the existing infrastructure 

to service those demands, including the following:

 Potable water

 Sewer

 Electrical Power Supply

 Solid Waste

 Police/Fire/EMS

Further, that section describes the manner in which the needs of each station location are satisfied by 

adequate service in the area. 

In addition, as per FS 163.3177(14) – Urban Service Boundary,

“(14) Local governments are also encouraged to designate an urban service 

boundary. This area must be appropriate for compact, contiguous urban 
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development within a 10‐year planning timeframe. The urban service area 

boundary must be identified on the future land use map or map series. The local 

government shall demonstrate that the land included within the urban service 

boundary is served or is planned to be served with adequate public facilities and

services based on the local government's adopted level‐of‐service standards by

adopting a 10‐year facilities plan in the capital improvements element which is 

financially feasible. The local government shall demonstrate that the amount of 

land within the urban service boundary does not exceed the amount of land 

needed to accommodate the projected population growth at densities consistent 

with the adopted comprehensive plan within the 10‐year planning timeframe.”

The West Palm Beach, Fort Lauderdale and Miami station locations considered within this EA, including 

the Preferred Build Station Alternatives are all found within the urban service boundaries defined by 

Palm Beach, Broward and Miami-Dade Counties, respectfully. 

In light of the foregoing facts, the Preferred Build Project Alternative would not have an impact to 

municipal services.

3.3.10 Energy Resources

It is anticipated that the No-Build Alternative would not cause a change in the current energy 

consumption patterns. The No Build Alternative retains existing automobile-based travel patterns, 

consuming energy resources based on anticipated annual VMT of 47,166,135,485 in 2018 and 

53,869,951,785 in 2030, based on the 2035 Southeast Regional Planning Model (SERPM) v6.5.2e. The 

Preferred Build Project Alternative, through a reduction in the automobile-based VMT, creates major 

benefits to energy resources.

Based on the Florida Standard Urban Transportation Model Structure (FSUTMS) Regional Transportation 

Model Highway Evaluation (HEVAL) output and the All Aboard Florida Ridership Study, it is projected 

that roadway VMT would be reduced by 44,229,342 in 2018 and by 51,345,672 in 2030, respectively. 

Using the US Average Miles per Gallon (mpg) for 2011 of 22.1 this represents a saving of 2,001,327.6 

and 2,323,333.5 gallons per year, respectively, in gasoline (energy) consumption. This reduction in VMT 

generates a corresponding reduction in regional highway congestion levels, as discussed in Section 3.1.1 

of this EA. 

Diesel fuel is required to propel the train locomotives. The locomotives anticipated to be utilized for the 

Preferred Build Project Alternative would require 1,287,720 of diesel on average annually. 

Electrical energy would be required for the Preferred Build Station Alternatives (which includes the 

VMF). Electrical requirements related directly to the operation of the stations and ancillary activities are 

anticipated to average 81,600,000 Kwh annually. Table 3.3-61 summarizes the energy 

consumption/savings related to the Preferred Build Project Alternative.
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Table 3.3-61

Energy Consumption and Savings

Energy 

Resource Consumption Savings Joules1

/unit KJoules2

Gasoline 2,162,330.5 

gallons/year3 131,760,000.00 285,000,000,000

Diesel 1,287,720.0 

gallons/year4 136,629,732.60 176,000,000,000

Electricity 81,600,000 

Kwh/year5 3,600,000.00 294,000,000,000

Total 

Difference (185,000,000,000)

Examples of 185,000,000,000 KJoules

Gallons of gasoline annually 1,404,608.00

Gallons of diesel annually 1,354,024.46

Kwh annually 51,388,888.89

1

 Joules = kg*m2/s2 and is used as the common measure of “work”

2

 KJoules = Kilojoules or 1,000 Joules (rounded)

3

 Based on the average of 2,001,327.6 and 2,323,333.5 stated above

4

 Based on 147 gallons per one way trip X 24 daily one way trips = 3,528 gallons/day

 3,528 gallons/day x 365 day = 1,287,720.0 gallons/year

5

 Based on 16 Kilowatt hours (Kwh)/sq ft /month x 12 months = 192 Kwh/sq ft/year

 192 Kwh/sq ft/year x 425,000 sq ft = 81,600,000 Kwh/year

As discussed above in Section 3.3.7 (Municipal Services) the Preferred Build Station Alternatives are not 

anticipated to create an adverse impact or disproportionate demand on the existing or planned 

electrical grid for each of the three station locations. The three stations are located within the Central 

Business Districts (CBDs) of West Palm Beach, Fort Lauderdale and Miami, lie wholly with the Urban 

Service Boundary and are consistent with local government comprehensive long range plans. Therefore, 

no impacts are anticipated.

In summary, therefore, the Preferred Build Project Alternative is not anticipated to have any significant 

impacts in terms of energy use. 
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3.3.11 Aesthetics 

The existing viewshed of the rail corridor from the surrounding land uses will be maintained in the 

proposed condition. The proposed station concepts include aesthetic features such as architectural 

components, landscaping, and ADA-compliant parking and pedestrian features. These improvements are 

anticipated to result in an enhancement to the existing communities. It is also anticipated that the 

proposed station construction would be compatible with surrounding land uses. During the design 

phase of the Project, complete engineering and architectural details for station facilities (including 

canopy columns and railings), platforms, signing, lighting and landscaping plans will be developed in 

accordance with all applicable codes and laws and pursuant to all required permitting reviews.

The stations located proximate to NHRP-eligible historic districts will incorporate aesthetic features 

consistent with the historic architecture of the surrounding community and will be developed in 

coordination with local historic preservation groups and organizations.

As such, the proposed Preferred Build Project Alternative will not cause significant impacts to aesthetic 

considerations within the Project Area.

3.4 Construction Impacts

Impacts from the construction of the Preferred Build Project Alternative are considered temporary and 

occur during and immediately following construction. Time required for individual and specific 

construction impacts to dissipate varies with the type of activity performed and resource potentially 

impacted; most construction impacts cease immediately after the activity in an area is completed. Some 

specific construction impacts cannot be estimated at this time because they depend on several factors 

yet to be determined at this point, such as: final design; location of staging; materials to be used; 

specific construction methodologies; equipment to be used; and identification of areas for disposal for 

debris.

The No-Build Alternative would not create construction impacts.

The Preferred Build Project Alternative includes construction primarily on existing exclusive right of 

way, and therefore has no impacts on local resources. Existing at-grade crossings will be modified to 

include second tracks through the crossing and relocation and addition of crossing protection devices as

required. These improvements will require temporary closures of individual lanes or complete streets.

All closure plans involve the coordination and involvement of State and local governments due to the 

crossing agreements in place, and will only be implemented with the full collaboration of the agencies.

Temporary lane or full crossing closures may create temporary construction impacts to traffic, air quality 

and noise during construction from the operation of equipment and potential temporary, short-term 

closure of local streets. The typical duration of any closures ranges from 2 to 3 days for minor crossings 

to up to a week for major arterial crossings. Proper planning and implementation and maintenance of 

mitigation measures (e.g. maintenance of traffic plans, dust/erosion/sedimentation controls, properly 

fitted emission control devices and mufflers, etc.) will be specified and required for construction 
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activities to minimize the temporary impacts from construction, all of which shall be typical for this type 

of construction. Further mitigation measures, including restrictions on working hours, limitations on 

evening and night time activities in residential neighborhoods and similar measures will be closely 

coordinated with local agencies to assure temporary impacts during construction are mitigated to the 

extent practical.

For example, existing at-grade crossings will generally be used for vehicle and equipment access. Rough 

grading will be performed to allow materials to be distributed along the track for construction of the 

parallel new main track. Track materials will be distributed along the ROW by rubber tired vehicles, by 

hi-rail vehicles, and by work train. Track will be constructed using typical heavy equipment. Final ballast 

placement will be by work train, and final surfacing will be performed by on-track work equipment.

Contractors will be required to access work areas using established public access points. Construction 

activities will not cause adverse effects on access for local businesses and residences. If private property 

is proposed to be used for site access or for material staging, such activities will be conducted only with 

consent and approval of the property owner.

Discharge of sedimentation into waterways will be minimized during construction. Best management 

practices, such as silt fence, straw bales, and ditch checks, will be used to minimize soil erosion, 

sedimentation, runoff, and surface instability during construction. Erosion control devices will be placed 

and maintained in accordance with governing regulations and permits.

A spill prevention plan will be developed for petroleum products or other hazardous materials during 

construction. Contractors will be required to properly maintain their equipment such that spills are 

avoided. 

All grade crossings that will have an additional track added will require temporary full crossing closures. 

Crossing closures will be coordinated well in advance with the governing agency and local emergency 

service providers for each crossing. Maintenance of traffic and detour plans will be prepared that will be 

subject to review and approval by each agency prior to the temporary crossing closure. Crossing work 

will be sequenced so that actual road closure times are minimized.

In summary, the temporary impacts would cease immediately after construction activities are 

completed and would be minimized using best management practices (BMPs) and by following all 

applicable federal, state, and local statutes, regulations and ordinances. Following construction, 

temporarily impacted natural resources would be restored to their previous condition.

In summary, activities directly related to the construction of the Preferred Build Project Alternative are 

not anticipated to have any significant, permanent impacts on resources within the Project Area. 
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3.5 Potential Secondary and Cumulative Impacts 

The Federal Railroad Administration (FRA) and other federal agencies’ responsibility to address and 

consider direct, indirect, and cumulative impacts in the NEPA process was established in the CEQ 

Regulations for Implementing the Procedural Provisions of the National Environmental Policy Act (40 

CFR 1500-1508).

The CEQ regulations define the impacts that must be addressed and considered by federal agencies in 

satisfying the requirements of the NEPA process. Direct, indirect/secondary and cumulative impacts can 

be defined as follows:

 Direct impacts are caused by the action and occur at the same time and place. (40 CFR 1508.8). 

(These impacts have been addressed in the previous sections of this EA.)

 Indirect/secondary impacts are caused by the action and are later in time or farther removed in 

distance, but are still reasonably foreseeable. Indirect impacts may include growth inducing 

impacts and other impacts related to induced changes in the pattern of land use, population 

density or growth rate, and related effects on air and water and other natural systems, including 

ecosystems. (40 CFR 1508.8) The terms “indirect impacts” and “secondary impacts” are used 

interchangeably by many federal and state agencies.

 Cumulative impact is the impact on the environment, which results from the incremental 

impact of the action when added to other past, present, and reasonably foreseeable future 

actions regardless of what agency (Federal or non-Federal) or person undertakes such other 

actions. Cumulative impacts can result from individually minor but collectively significant actions 

taking place over a period of time. (40 CFR 1508.7)

It should be noted that direct, indirect/secondary, and cumulative impact can result in beneficial 

outcomes such as improvements in mobility, expanded mode choice, improved region air quality and 

economic stimulus for localized urban redevelopment.

Potential Secondary Impacts 

Secondary impacts can be associated with the consequences of land use development that would be 

indirectly supported by changes in local access or mobility. Secondary impacts differ from those directly 

associated with the construction and operation of the facility itself and are often caused by what is 

commonly referred to as “induced development.” Induced develop would include a variety of 

alterations such as changes in land use, economic vitality, or population density. The potential for 

secondary impacts to occur is determined in part by local land use and planning objectives as well as the 

physical location of the proposed action.

The No-Build Alternative may result in slight, adverse secondary impacts such as the lack of passenger 

rail service, the removal of a potential catalyst for urban redevelopment opportunities and no beneficial 
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impact to the level of congestion on the regional roadway network and its impact to regional air quality. 

A reduced or removed catalyst for urban redevelopment would maintain the current levels of demands 

place on municipal services (e.g. potable water, sewer, solid waste, police, fire, EMS). However, based 

on future land use planning and mapping for all three counties (see Appendix J – Long Range Plans and

Maps), the FEC mainline is consistently identified as a Transportation Corridor and each of the general 

station locations are identified within the central business districts of West Palm Beach, Fort Lauderdale 

and Miami and still hold the potential for future development opportunities.

The Preferred Build Project Alternative may result in secondary impacts such as creating potential for 

development and redevelopment outside the development directly associated with the stations. This 

additional development may also create impacts such as increased traffic induced generated from those 

developments. It is not anticipated that the Preferred Build Project Alternative will have a secondary

impact on the availability and capacity of the local governments’ ability to provide municipal services 

(e.g. potable water, sewer, solid waste, police, fire, EMS) for the proposed action and the surrounding 

areas. As noted above, the Preferred Build Project Alternative is consistent with the Future Land Use 

Plans for all three counties and therefore municipal services have been accounted for in the planning 

process. 

Potential Cumulative Impacts 

The consideration of cumulative impacts consists of an assessment of the total impact (or effect) on a 

resource, ecosystem, or community from past, present, and reasonably foreseeable future actions that 

have altered the quantity, quality, or context of those resources within a broad geographic scope. The 

cumulative effects analysis considers the aggregate impacts of direct and indirect impacts (from federal, 

non-federal, public, or private actions) on the quality or quantity of a resource. For purposes of this 

discussion past, present and reasonably foreseeable future are defined as follows:

 Past: over the last twenty years (1992 – 2011); started construction and opened

 Present: the current calendar year (2012); either currently under construction or completed

 Reasonably foreseeable future: the next twenty years (2013 – 2032); planning, design and/or 

construction funded and/or programmed.

The intent of the cumulative impacts analysis is to determine the magnitude and significance of 

cumulative impacts, both beneficial and adverse, and to determine the contribution of the proposed 

action to those aggregate impacts. Contributions to cumulative impacts associated with the Preferred 

Build Project Alternative on the resources analyzed are limited to those derived from the direct and 

indirect impacts from the action.

Table 3.3-62 summarizes several of the major actions that have occurred on a broad geographic scope in 

the past. Table 3.3-63 summarizes those broad scale actions currently underway or completed in the 

current year. Table 3.3-64 summarizes those actions most likely to occur in the reasonably foreseeable 

future.
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Table 3.3-62

Past Actions – 1992 -2011

Actions Palm 

Beach 

County

Broward 

County

Miami-Dade 

County

Transportation Development Other

Tri-Rail X X X X

I-95 HOV Lanes X X X

Expansion of Miami 

International Airport X X X X

Expansion of Port of Miami 

(Cargo and Cruise) X X X X

Expansion of Port 

Everglades (Cargo and 

Cruise)

X X X X

Development of Port of 

Miami Truck Tunnel X X

Widening of SR 836 X X

Widening of SR 826 X X X

Widening of Florida’s 

Turnpike X X X X

Widening of Alligator Alley 

(I-75) X X

Development of Sun Life 

Stadium (NFL – Dolphins) X X X

Redevelopment of Central 

Business Districts X X X X X

Demolition of Orange Bowl 

(NFL – Dolphins and NCAA 

– University of Miami)

X X

Hurricane Andrew X X

Reconstruction PostHurricane Andrew X X X X

Hurricane Wilma X X X X

Construction and opening 

of American Airlines Arena 

(NBA – Heat)

X X

Construction and opening 

of BB&T Centre (NHL –

Panthers)

X X

Comprehensive Everglades 

Restoration Project (CERP) X X X X

Miami Intermodal Center 

(MIC) X X X X
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Table 3.3-63

Current Actions – 2012

Actions Palm 

Beach 

County

Broward 

County

Miami-Dade 

County

Transportation Development Other

Construction and opening 

of Marlins Park (MLB –

Marlins)

X X

Construction activities to 

reintroduce of freight rail 

service to Port of Miami

X X X

Planning efforts to develop 

managed lanes on I-95 X X X X

All electronic tolling on 

Florida’s Turnpike X X X X

Comprehensive Everglades 

Restoration Project (CERP) X X X X

Reconstruction of the SR 

826/SR 836 interchange X X
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Table 3.3-64

Reasonably Foreseeable Future Actions – 2013 - 2032

Actions Palm 

Beach 

County

Broward 

County

Miami-Dade 

County

Transportation Development Other

Design and construction of 

managed lanes on I-95 X X X X

Reintroduction of freight 

rail service to Port of 

Miami

X X

Opening of the Panama 

Canal X X X X

Construction and opening 

of FECR’s ICTF X X X

Construction and opening 

of passenger rail service 

for All Aboard Florida

X X X X X X

Extension of SR 836, west 

to Krome Avenue X X

SR 874 Connector X X

SR 924 (East and West) 

Connectors X X

US 1 Express Bus Lanes X X

Comprehensive Everglades 

Restoration Project (CERP) X X X X

SR 836 capacity 

improvements (SR 826 to I395)X X

Countywide traffic signal 

enhancement X X

SR 7 extension X X

Miami International 

Airport improvements X X X

Fort Lauderdale

International Airport 

improvements

X X X

Palm Beach International 

Airport improvements X X X

Extension of Tri-Rail X X X X X

Dredging of Port of Miami 

channel X X X
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The No-Build Alternative would involve potential negative cumulative impacts. Based on the air quality 

analysis for this project (see Section 3.1.1), the No-Build Alternative would not provide any benefits to 

regional air quality because it would continue the State’s dependence on personal automobiles on 

congested highways for travel between West Palm Beach, Fort Lauderdale and Miami by not reducing 

regional VMTs. 

The Preferred Build Project Alternative would have slight beneficial contributions to cumulative 

impacts. The proposed creation of passenger rail service is expected to provide an overall benefit to air 

quality (see Section 3.1.1) by reducing regional VMTs. The passenger rail service is expected to provide 

service to motorists who would otherwise travel between West Palm Beach, Fort Lauderdale and Miami 

by motor vehicle. This shift in travel mode is expected to reduce overall vehicle emissions. The addition 

of passenger rail service would also encourage the transit-oriented development adjacent to the 

proposed stations becoming a catalyst for local economic growth. Further, the Preferred Build Project 

Alternative utilizes an existing and traditional transportation corridor, connecting three established 

central business districts and is consistent with all local government comprehensive planning efforts.

Cumulative impacts occur when a proposed project (considered in conjunction with past, present and 

future activities):

 Results in a violation of state water quality standards

 Results in significant adverse impacts to functions of wetlands or other surface waters within 

the same drainage basin, when considering the basin as a whole

 Results in jeopardizing a listed threatened or endangered species and/or habitats critical to their 

existence

This Environmental Assessment (EA) has demonstrated that the Preferred Build Project Alternative does 

not create or influence any of these conditions; therefore resulting in adverse cumulative impacts.

History has shown that transportation improvement projects usually have cumulative effects in terms of 

new residential and new commercial development. However, some of the changes in land use patterns, 

population density and growth rate are projected to occur in the study area regardless of this Project. In 

this case, the stations are in established central business districts in areas planned for revitalization and 

growth. Therefore, the proposed action provides a benefit.

The Project is consistent with state comprehensive planning goals and regional planning council policies, 

which indicates no adverse effect, and potential significant benefit from the Project as follows:

 Rail is one component for local governments to address comprehensive plan requirements such 

as to implement land use and transportation strategies to support and fund mobility, including 

alternative modes of transportation (s.163.3180(5)(b)(4), F.S.) as well as to establish GHG 

reduction strategies (s. 163.3177(6)(j), F.S.).
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 This Project is consistent with strategies and policies in the adopted Strategic Regional Policy 

Plan of the following regional planning councils:

o Treasure Coast Regional Planning Council (Indian River, St. Lucie, Martin and

Palm Beach counties)

Strategy 7.1.1: Develop a balanced, complete and fully integrated transportation system

which, as a minimum, includes the following:...(3) commuter rail service with stations

linking the coastal cities and towns of the Region. (4) a regional mass transit system

linking commuter rail stations, major commercial airports, seaports, colleges, and 

principle urban areas within the Region.

o South Florida Regional Planning Council (Broward County)

Policy 8.4 Expand use of public transportation, including buses, commuter rail,

waterborne transit, and alternative transportation modes that provide services for

pedestrians, bikers, and the transportation disadvantaged, and increase its role as a 

major component in the overall regional transportation system.

For these reasons, particularly the consistency with future planning requirements to preserve Florida’s

environment, it can be assumed that cumulative effects are not adverse. In fact, the cumulative effects 

will likely provide a synergy between future land development and transportation planning efforts to 

support growth and economic development in conjunction with maintaining the natural and cultural 

resources of Florida’s unique environment.
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4.0 Coordination and Consultation

Since AAF made the first public announcement of its proposed passenger rail project in Florida, a robust 

and comprehensive public engagement strategy has been employed. A series of meetings, briefings, 

speeches and telephone calls with stakeholders, community leaders, neighborhood leaders and elected 

officials have been ongoing and will continue indefinitely.

Specifically, AAF has had more than 60 meetings with residents, business and community leaders, and 

public agencies throughout the State and has found that both the public and private sectors are 

welcoming this exciting solution to the transportation problems of South Florida. In addition, a website, 

Facebook page, Twitter account, and email distribution list have been created (which list regularly 

reaches approximately 300 people who have proactively requested updates on the Project). In addition 

to these efforts that began in March, AAF has undertaken earlier coordination efforts to work 

proactively with federal, state and local agencies (e.g., Federal Railroad Administration, US Army Corps 

of Engineers, US Coast Guard, South Florida Water Management District, etc.) to discuss and identify 

their environmental resources and/or concerns within the area of the Project, all in an effort to ensure 

that this document comprehensively addresses those concerns regarding any potential impacts of this 

Project.

Project leaders developed a stakeholders list prior to the public announcement in consultation with local 

community leaders located along the route. The initial list numbered over 150 and paid particular 

attention to counties and municipalities along the route. Contact with each was made in the form of a 

call or visit from a team member and this contact often resulted in additional requests for meetings or 

presentations.

Presentations, while providing the same basic content about the plans for the Project, were customized 

geographically and by the nature of the audience. For example, an ongoing dialogue is occurring with 

environmental groups in Florida, as well as multiple planning organizations and business organizations 

such as Chambers of Commerce.

AAF’s website invites questions and comments from any interested parties who access the site. Each

question or comment has received an informed response. While some visitors to the site are potential 

vendors, many have comments and questions. Suggestions made have been taken under advisement.

The AAF public engagement strategy has also included a series of press releases to Florida press outlets 

and over national wire services. Some of the press releases issued to date, and articles published online 

and in print are attached as part of Appendix G. Also, we have engaged in a series of email blasts as the 

Project has developed, alerting interested parties of news about the Project. In addition, two twitter 

accounts have been established for the Project and it is anticipated that these will be utilized to provide 

news about the Project and also to alert drivers – those who may be afforded the opportunity to ride 

the passenger rail – about how much faster and more convenient the Project will be. This is designed to 

begin to build awareness for the service.
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This public outreach served to supplement efforts that have been undertaken by others, including the 

comprehensive program successfully employed by the South Florida East Coast Corridor Transit Analysis 

(SFECCTA) Study managed by FDOT. As reported in the Final Conceptual Alternatives 

Analysis/Environmental Screening Report (January 2009), the majority of attendees at all meetings 

supported the proposal for passenger rail service along the FEC corridor. That was found through the 

completion of a public outreach program during the course of that SFECCTA Phase 1 study that included: 

 over 230 public presentations and/or briefings, including the Elected Officials/Agency 

Representatives Kick-Off Meetings and the Public Kick-Off/Scoping Meetings;

 over 50 meetings with technical and citizen review committees;

 11 unscheduled meetings with interested parties such as homeowner associations, grassroots 

organizations (e.g., Sierra Club) and civic groups;

 at least 20 “one-on-one” meetings with local business leaders; and

 over 30 presentations given to Mayors, City Commissions, and City and Village Council members 

and other elected officials.

The SFECCTA Study also notes that during the Phase 1 outreach and coordination activities over 90 key 

agency and other stakeholders (aside from over 100 members of the public that also attended many of 

these workshops and the public hearing) responded to study documents and/or attended the public

meetings. Again, the responses were generally supportive of the proposal for passenger rail service 

along the FEC corridor.

Table 4-0.1 summarizes some of the stakeholder meetings, briefings, and conference presentations

undertaken to date for the Project since March 2012. In addition to those listed, it should be noted that 

on August 7, 2012, AAF consultants met with City of West Palm Beach, Historic Preservation Planner, 

Friederike Mittner, and Alex Hansen, Senior Planner. City of West Palm Beach staff was in favor of the 

overall Project. Further, on August 10, 2012, AAF consultants met with Matt DeFelice and David Baber 

of the Broward County Historical Commission, Merrilyn Rathbun and Christopher Barfield of the Fort 

Lauderdale Historical Society, and Patricia Garbe-Morillo, staffer for the City of Fort Lauderdale Historic 

Preservation Board, during which all meeting participants expressed their support of the overall project, 

and most favored the North option. Finally, on August 8, 2012, AAF consultants met with Rogiero 

Madan, Dave Snow, and Alex Adams of the City of Miami Planning Department. City of Miami staff is 

also supportive of the Project. 

These organizations expressed their desire to remain as consulting parties in the development of 

appropriate siting and design for the Project. AAF is committed to that coordination.
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Table 4-0.2 summarizes some of the letters of support received to date, all of which are attached as part 

of Appendix G. Small briefings were also held with the following stakeholder groups to discuss the 

development of alternatives:

 1000 Friends of Florida;

 Audubon of Florida;

 National Parks Conservation Association;

 Sierra Club; and

 South Florida Audubon Society.
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Table 4-0.1

Community Outreach Data

Date Presentation Made To: Type of Event

March 

2012

Community Development Department-Lake Park Meeting - Nadia Di Tommaso

Downtown Development Authority (DDA) Briefing - Javier Betancourt, Manager - Urban 

Planning & Transp.

Metropolitan Planning Organization (MPO) Briefing - Irma San Roman, Deputy Director

April 

2012

City of Fort Lauderdale Briefing - Lee Feldman, City Manager

City of West Palm Beach Briefing - Jeri Muoio, Mayor 

Kim Briesemeister, CRA Director

City of West Palm Beach Meeting - Commissioner Kimberly Mitchell

City of West Palm Beach Planning and Zoning 

Department

Briefing - Rick Green, Director

Community Redevelopment Agency (CRA) Briefing - Kim Briesemeister, Director & Staff

Community Redevelopment Agency (CRA) Briefing - Pieter Bockweg, Executive Director

Greater Orlando Aviation Authority Meeting - Rob Brancheau

Miami Dade County Meeting - Dep. Mayor Jack Osterholt

Miami Dade County Call - Commissioner Kristin Jacobs

Metropolitan Planning Organization (MPO) Follow Up - Irma San Roman, Deputy Director

May 

2012

Broward County Meeting - County Adm. Bertha Henry

Broward MPO Board Meeting

Central Florida Partnership Board Meeting

City of Fort Lauderdale Follow Up - Lee Feldman, City Manager

Bertha Henry, County Administrator

Chris Walton, Transit Director

City of Fort Lauderdale Follow Up - Lee Feldman, City Manager

Planning Staff: Diana Alarcon, Sharon Dreesen, 

Jenni Morejon

City of Fort Lauderdale Follow up - Bertha Henry, County Administrator

City of Orlando Meeting - Mayor Buddy Dyer

City of Pompano Beach Briefing - Planning Meeting

Downtown Development Authority (DDA) Briefing - Javier Betancourt, Manager - Urban 

Planning & Transp.

Alyce Robertson, Executive Director
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Date Presentation Made To: Type of Event

May 

2012 

cont.

Downtown Development Authority Fort 

Lauderdale

Briefing - Chris Wren, Executive Director

Greater Orlando Aviation Authority Briefing - Stan Thornton, Project Liaison 

Manager

Greater Orlando Aviation Authority Meeting - Phil Brown

MetroPlan Orlando Transit-Oriented Development Forum

Orange County Meeting - Mayor Jacobs, Jim Harrison

Seaworld Meeting - Terry Prather

SFRTA Meeting - Joe Giuletti

South Florida Regional Planning Council Board Meeting

South Florida Regional Transportation 

Authority

Briefing - Joseph Giuletti, Executive Director

South Florida Regional Transportation 

Authority

Follow Up - Joseph Giuletti, Executive 

Director & Staff

Transit Oriented Development Briefing - Tony Brown, Executive Director

Commissioner Lowe

Scott Evans, Planning Director

Universal Florida Meeting - John McReynolds

June 

2012

Miami-Dade County / South FL Regional 

Planning Council

Presentation - Jack Osterholt, Director

Ysela Llort, MD Transit Director

James Murley, SFRPC Executive Director

Orange County EPC Briefing - Lori Cuniff

Osceola County Briefing - Don Fisher, County Manager

South Florida Water Management District Briefing - Robert Brown, Director

Anthony Waterhouse

USACOE Briefing -US Congressman Mica 

Miami Dade County Follow Up - Mayor Gimenez

Center for Urban Transportation Research Meeting - Jason Bittner

Citizens' Independent Transportation Trust Meeting - Charles Scurr

City of Miami Commission Meeting

FL House of Representatives Meeting - Rep. Lori Berman

Greater Orlando Aviation Authority Meeting - Marcos Machena and Staff

USDOT Meeting - Fmr Undersecretary Roy Kienitz
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Date Presentation Made To: Type of Event

July 

2012

FLL Alliance and including the mayors from 

Orlando, Jacksonville, St. Petersburg, Tampa, 

and Ft. Lauderdale.

Mayors conference in Orlando

Broward County Planning Council Briefing - Henry Sniezek, Executive Director

City of Fort Lauderdale Briefing – Jenni Morejon, Deputy Director

Renee Cross, Senior Transportation Planner

Diana Alarcon, Transportation & Mobility 

Director

Kevin Walford, Transportation Planner

City of Miami Alice Bravo, Assistant City Manager

Francisco Garcia, Director - Dept. Planning & 

Zoning

City of West Palm Beach Briefing - Ed Mitchell, City Manager

Rick Greene, Planning Manager

Alex Hansen, Senior Planner

City of West Palm Beach Briefing - Development and Traffic Team

FDOT - District 5 Meeting - Sec. Noranne Downs

FL House of Representatives Meeting - Speaker Designate Dorworth

Floridians for Better Transportation 2012 FBT Transportation Summit

Ft. Lauderdale City Commission Monthly City Commission meeting with all FLL 

commissioners

Greater Miami Chamber of Commerce Briefing - Board of Directors

Greater Orlando Aviation Authority Meeting - GOAA, Chairman Mica

Knight Foundation Matt Haggman

Miami Dade County Briefing - MPO Agenda Item - Joe Martinez

Orlando Sentinel Meeting - Editorial Board

FRA Meetings - David Valenstein, Division Chief, 

and other FRA staff

USDOT Meeting - Secretary LaHood

City of Miami Meeting - Mayor and Assistant City 

Manager

Metropolitan Planning Organization (MPO) Briefing –Wilson Fernandez, Transportation 

Systems Manager

Miami-Dade County Briefing – Monica D. Cejas, P.E., Sr. 

Professional Engineer 

Citizens’ Independent Transportation Trust Meeting - Kelly Cooper, Strategic Planner
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Date Presentation Made To: Type of Event

August 

2012

FDEP, USACOE, SFWMD and others Tiger Team Meetings

Beacon Council Meeting

Broward County Senior Staff Meeting

Environmental Group Meeting Meeting with:

Everglades Foundation

Audubon Society

Florida Conservation Council

Sierra Club

Myregion.org Board Meeting

Orange County Staff Meeting

Greater Fort Lauderdale Alliance Meeting Meeting with:

Greater Fort Lauderdale Alliance

Fort Lauderdale DDA

Broward MPO

Lauderdale Marine Center

Stiles

Marine Advisory Board

Ward’s Marine Electric

Riverfront Marina, Cymbal Development 

Winterfest

Tow Boat US Fort Lauderdale

City of Fort Lauderdale

Roscioli Yacht Center

Bradford Marine 

Fiberglass Coating

Frank & Jimmies Propeller, Neptune Boat Lift

Broward County Commissioners Meeting with: 

Dale Holness, 

Barbara Sharief, and 

Ilene Lieberman
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Table 4-0.2

Letters and Agreements of Support

Date Document; Entity Signatory

5.10.12 Resolution No. 05-01-12; Downtown 

Development Authority of Fort 

Lauderdale

Gregory Durden, Chairman

Chris Wren, Executive Director

5.18.12 Resolution No. 23/2012; Miami 

Downtown Development Authority 

Commissioner Marc D. Sarnoff, Chairman

Alyce M. Robertson, Executive Director

7.23.12 Letter of Support; Florida State Hispanic 

Chamber of Commerce

Julio Fuentes, President & CEO

7.23.12 Memorandum of Understanding; City of 

West Palm Beach

Geraldine Muoio, Mayor

7.24.12 Letter of Support; Broward MPO Gregory Stuart, Executive Director

7.24.12 Letter of Support; South Florida Regional 

Planning Council

James F. Murley, Executive Director

7.24.12 Letter of Support; Hialeah Chamber of 

Commerce & Industries

Mandy Llanes, Chairman

7.24.12 Letter of Support; Greater Fort 

Lauderdale Alliance, Broward County

Bob Swindell, President and CEO

7.25.12 Letter of Support; Coral Gables Chamber 

of Commerce

Mark A. Trowbridge, President & CEO

7.25.12 Letter of Support; Treasure Coast 

Regional Planning Council

Michael J. Busha, AICP, Executive Director

7.31.12 Letter of Support; Broward County Bertha W. Henry

7.31.12 Memorandum of Understanding; City of 

Miami 

Johnny Martinez, City Manager

7.31.12 Letter of Support, Florida Chamber of 

Commerce

David A. Hart, Executive Vice President

8.13.12 Resolution Miami-Dade Beacon Council
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5.0 List of Preparers 

ALL ABOARD FLORIDA – STATIONS LLC

ALL ABOARD FLORIDA – OPERATIONS LLC

Husein Cumber, EVP-Corporate Development

John Flint, PE, Sr. VP-Rail Infrastructure

Margarita Martinez-Miguez, Esq., Assistant General Counsel, VP-Legal

Eugene Skoropowski, Sr. VP-Development

URS CORPORATION

Martin A. Peate, AICP – Project Manager

James P. Cowan, INCE Bd.Cert. – Noise and Vibration

Susumu Shirayama, INCE – Noise and Vibration

Julie Mitchell – Air Quality

Chris Fatagoma – Air

Domingo Noriega, PE – Transportation

Srinivas Meka – Transportation

Robert S. Johnson – Transportation

Adam Purcell, AICP – Environmental Justice/Demographics

Robert O’Donnell – Environmental Justice/Demographics

Brooke Haller – GIS Specialist/Analyst

Paul Floyd – MicroStation Specialist

TY LIN INTERNATIONAL

Colin Henderson – Wildlife and Ecological Systems

Ed Connolly, CPMP – Safety and Security

Jon Dunlop – Contamination / Hazardous Materials

Teresa Thomas, CIEC – Contamination / Hazardous Materials

Richard White, P.E. – Water Quality

Aaron Quesada – GIS Specialist /Analyst

SKIDMORE, OWINGS & MERRIL, LLP

Kristopher Takacs, AIA, Project Manager

T.J. Gottesdiener, FAIA, Station Design

Roger Duffy, FAIA, Station Design

Jon Cicconi, AIA, Station Design

Themis Haralabides, AIA, Station Design

Colin Koop, AIA, Station Design
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ZYSCOVICH ARCHITECTS 

Bernard Zyscovich, AIA, Station Design

JANUS RESEARCH

Ken Hardin, RPA – Section 106 Coordination

Amy Streelman – Historic Resources

Kate Hoffman, PhD – Archaeological Resources

Emily Ahouse – Historic Resources

James Pepe, RPA – Archaeological Resources

SIDLEY AUSTIN, LLP

Terence M. Hynes, Esq., JD – Senior Counsel

Lisa Jones, Esq., Esq., JD – Counsel

Matthew J. Warren, Esq., JD – Counsel 
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Distribution List

Federal Agencies

Agency Office

USDOT Policy and Compliance

USEPA Federal Activities

FHWA Florida Division

USEPA Region - Atlanta

FAA Region

FRA Region

FTA Region

USCOE Jacksonville District

NOAA NMFS - St. Pete

USFWS Region - Vero Beach

USCG 7th District - Bridge Branch - Miami

State Agencies

Agency Office

FDOS SHPO

State of Florida Clearinghouse For Distribution to State Agencies

Regional Planning Councils South Florida and Treasure Coast

South Florida WMD

Local Agencies

Agency

Miami-Dade County

City of Miami

Broward County

City of Fort Lauderdale

Palm Beach County

City of West Palm Beach
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Appendices

Appendix A Bridge Aerial Photography

Appendix B Conceptual Station Plans

Appendix C Municipal Services Plans

Appendix D South Florida East Coast Corridor (SFECC) Purpose and Need Statement

Appendix E Proposed Track Charts and Typical Sections

Appendix E-1 Proposed Upgrades at Crossings

Appendix F Air Quality Model Results

Appendix F-1 Water Quality Standards

Appendix G Wetland Evaluation Technical Memorandum

Appendix H Endangered Species Biological Assessment

Appendix I Transportation

Appendix J Long Range Plans Maps

Appendix K Contamination Screening Evaluation Technical Memorandum

Appendix L Coordination